i 


BANCROFT 
LIBRARY 

THE  LIBRARY 

OF 

THE  UNIVERSITY 

OF  CALIFORNIA 


f^ 


■^ 


Pl/la^ 


THE   VALLEY   ROAD 


(illustrated) 


A    HISTORY    OF 


The  Traffic  Association  of  California 
The  League  of  Progress 
The  North  American  Navigation  Company 
The  Merchants'  Shipping  Association 


AND 


THE  SAN  FRANCISCO  AND  SAN  JOAQUIN 
VALLEY  RAILWAY 


PORTKAITS    OF    REPRESENTATIVE    MhN    THAT     ADVOCATE    CALIFORNIA'S    PROGRESS. 

AND  Industrial  Supremacy. 


Photos  by  Taber  of  San  Francisco 
and  Spooner  of  vStockton 


Z^y^  Of  TBDi 

[UHIVBESITTi 


San  ITfancista: 

Issued  by 

THE   WHEELER    PUBLISHING   CO. 

22  Clay  Street 

1896. 


Entered  According  to  Act  of  Congress 

in  the 

Office  of  the  Librarian  at  Washington,  D.  C. 

1896. 


San  Francisco  : 

FROM    THE    PRESS    AND    B!NDERY    OF 

THE  MYSELL- ROLLINS    COMPANY 
22    CLAY    ST. 


Ii>/«C 


H,    A.   CROTHERS   'bulletin) 
W.    R.   HEARST  (Examiner) 


WILLIAM  M.  Bunker  (report^ 
Charles  M.  Shortridge  (call) 


Geo.   K.  Fitch  'late  of  bulletin  and  call) 
M.    H.    DE   YOUNG  (Chronicle' 


MEN   WHO   MOULD  PUBLIC  OPINION 


PREFACE. 


will  be  the  object  of  this 
history  to  show  how  the 
people  of  California  have 
at  various  times  and  in 
divided  groups,  endeavored 
to  extend  and  free  their 
commerce  from  the  control 
of  a  great  monopoly,  and 
how  it  was  not  until  they 
were  at  last  united,  led  by 
men  whom  they  could  trust, 
that  they  were  able  to  make  head  against  the  otherwise 
invincible  corporation. 

This,  however,  is  but  the  history  of  all  popular 
struggles  against  vested  prerogative  and  entrenched 
capital.  There  must  be  deep  feeling  among  the  masses 
and  there  must  be  the  strong,  inspiring  leadership  to 
direct  the  movement. 

Much  of  this  feeling  has  been  worked  up  in  the  case 
of  California's  railroad  fight  by  the  aid  of  the  great 
San  Francisco  dailies,  whose  constant  support  to  any 
movement  looking  to  the  liberation  of  the  people  has  held 
up  the  hands  of  our  merchants,  and  made  possible  the 
success  of  the  San  Francisco  and  San  Joaquin  Valley 
Railway. 

Arthur  Wheeler. 


San  Francisco, 

December  2 1st,  i8gj. 

I  regard  the  San  Francisco  and  San  yoaquin 
Valley  Railway  as  a  sound  business  proposition 
which,  if  properly  supported,  should  make  good 
returns  on  the  money  vivested.  The  general 
results  of  buildiitg  this  road  cannot  fail  to  be  of 
immense  service  to  the  entire  State  and  especially 
to  the  San  yoaquin  Valley. 

I  was  strongly  influenced  to  become  interested 
in  the  enterprise  because  the  good  of  the  country 
demanded  it, 

T 


The  Valley  Road 


(AN  ILLUSTRATED  HISTORY.) 


1. 

IXTEEN  years  ago,  in  1879,  the  voters  of 
California  went  to  the  polls  and  gave  the 
people  of  the  State  a  New  Constitution. 
The  preparation  of  this  elaborate 
charter  of  the  commonwealth  had  occu- 
pied the  attention  of  a  Constitutional 
Convention,  composed  of  the  best  minds 
of  the  State  and  the  instrument  was 
regarded  as  very  nearly  approaching  perfection.  The  feature 
of  this  new  Constitution  on  which  the  people  of  California 
built  most  hope,  provided  for  the  election  by  the  voters  of  the 
State,  of  a  Board  of  Railroad  Commissioners,  consisting  of 
three  members,  whose  duty  it  should  be  to  regulate  the 
fares  and  freight  schedules  of  all  railroads  doing  business  in 
California.  The  papers  at  the  time  called  special  attention  to 
this  feature  and  urged  the  people  to  rally  to  its  support, 
because  of  the  relief  its  passage  would  afford  the  public. 
The  Constitution  had  to  be  rejected  or  accepted  as  a  whole, 
and  it  is  estimated  that  this  one  clause  attracted  more 
affirmative  votes  than  all  other  influences  combined. 

Section  22,  clothed  the  three  Railroad  Commissioners,  who 
were   to  be  chosen  by  districts,  with  almost  regal  powers  to 


6  THE    VALLEY    ROAD 

regulate  freights  and  fares,  and  the  penalty  for  refusing  to 
conform  to  the  rates  so  laid'  down  was  a  fine  whose  maximum 
was  $20,000  or  an  imprisonment  for  two  years  in  the 
penitentiary. 

The  Constitution  of  1879  was  adopted  by  an  overwhelming 
majority.  There  were  great  rejoicings  over  the  result,  and  the 
Railroad  Commission  was  held  up  as  a  panacea  for  all  the 
commercial  ills  that  had  impoverished  the  State. 

But  the  blossom,  so  fair  to  look  upon,  failed  to  fructify. 
It  soon  dawned  upon  the  people  of  the  State,  that  a 
majority  of  the  men  that  were  elected 
to  fill  the  responsible  office  of  Railroad 
Commissioner  were  in  reality  elected  by 
the  railroad  companies  to  look  after  their 
interests  and  w^ere  deaf  to  the  demands 
of  the  people.  It  was  held  that  the  "next 
succeeding"  Board  would  be  ''all  right,"" 
but  one  Board  after  another  came  into 
power  and  passed  out  of  existence,  while 
the  regulation  of  fares  and  freights 
D.  E.  ALLISON  never  seemed  to  be  considered  by  them 

(D.  E.  Allison  &  Co.) 

F  as  a  part  of  their  official  duties.  The 
majority  of  these  officials  merely  drcAV  their  salaries  during 
their  term  of  office,  and  accomplished  nothing.  The  wrath 
of  the  press  rolled  like  a  thunder  cloud  about  their  heads  for 
a  time,  after  which  they  passed  into  private  life  and  were 
soon  forgotten.  No  matter  on  what  political  platform  these 
candidates  ran,  it  made  no  difference,  and  finally,  after  all 
political  parties  in  California  had  elected  Railroad  Com^ 
missioners,  the  people  of  the  State  reached  the  conclusion  that 
it  was  useless  to  look  for  relief  from  that  source. 

During  this  time  the  future  of     California  was  a  serious 


A    HISTORY 


thing  for  thoughtful  men  to  consider.  The  State,  superior  to 
all  others  of  the  United  States  in  its  capacity  for  development, 
did  not  progresss  as  rapidly  as  its  natural  resources  seemed  to 
promise. 

Wheat-raising,  horticulture,  and  mining,  were  the  leading 
industries,  but  the  men  who  engaged  in  these  pursuits  discovered 
that,  after  a  year's  hard  work  they  had  the  labor  and 
production,  and  the  railroad  had  pocketed  the  profits. 

The  sections  of  the  State  that  revolted  against  the  iron  rule 
of  the  transportation  monoply  were  punished  for  their  insolence 
by  reprisals  in  the  shape  of  exorbitant 
tariffs,  which  in  many  instances  were  so 
high  that  they  almost  bankrupted  the 
regions  that  fell  under  the  displeasure 
of  the  company.  ''Charge  all  the  traffic 
will  bear "  seemed  to  be  the  rule  of  the 
company,  and  by  rigidly  adhering  to  it 
the  Southern  Pacific  filled  its  coffers  with 
wealth  which  should  have  been  the  just 
reward  of  the  toiling  masses,  who  for 
years  had  delved,  dug,  and  sweated,  for 
the  benefit  of  the  monopoly. 

It  required  a  long  term  of  depression  in  business  before 
the  public  was  fully  awakened  to  the  fact  that  it  was  useless 
to  go  into  any  large  business  enterprise  affected  by  trans- 
portation, without  first  making  the  Southern  Pacific  Railroad 
an  actual  partner  in  the  profits. 

But  the  true  solution  of  the  problem  lay  outside  of  the 
realm  of  politics;  the  solution  was  simple,  but  men  shrank 
from  it:  it  was  embraced  in  the  one  word,  COMPETITION. 


H.  Althof 
(Althof  &  Bahls.) 


8 


THE    VALLEY    ROAD 


/ 


'»  .  .J#  HE  first  instance  of  any  effective  competition 

against  the  Southern  Pacific  Company  was 

by  the  long  and  tedious  ocean  route  where 

<M|  ^  the  clipper  ships   beat  their  way  around 

ilMi  JfilKi      I  ^^^®  Horn,  over   the  same  ocean  highway 

■H|H|^^^^        that  had  been  traveled  b}^  the  Argonauts 

^^^^Hj^^^^B        of    "  forty-nine."     This   is  a  strange  fact, 

and  it  shows  that  the  methods  of  trans- 
portation have  really  not  advanced  in  California  as  they 
should  during  a  quarter  of  a  century.     The  month  of  October, 


Thos.  A&hworth. 


1891,  marked  an  epoch  in  the  history  of  California.  A  ship 
consigned  to  A.  Carpentier,  of  San  Francisco,  sailed  into  the 
Bay  of  San  Francisco,  fiying  a  British  flag,  yet  her  cargo  was 
largely  made  up  of  goods  of  American  manufacture.  These 
goods  had  been  exported  from  New  York  to  Antwerp  in  a 
British  ship,  which  came  thence  to  San  Francisco,  traveling 
half  way  around  the  world  to  break  through  the  chains  that 
closed  the  ''Golden  Gate"  to  ocean  transportation,  and  laying 
down  freight  at  a  much  less  rate  per  ton  than  that  for  which 
the  railroad  companies  would  bring  it  across  the  continent  direct. 


UIIVBESITT 


A    HISTORY 


9 


That  ship  sent  ^the  entering  wedge  into  the  monopoly 
held  by  the  Southern  Pacific  Company.  The  law  requiring 
<}oastwise  commerce  to  be  carried  in  American  \  essels,  which 
was  enacted  for  the  purpose  of  encouraging  ship-building  in 
tlie  United  States,  had  the  effect  of  placing  ocean  freight  rates 
from  New  York  to  San  Francisco  at  the  mercy  of  certain 
American  shipping  firms,  who  were  compelled  by  the  influence 
of  the  Transcontinental  Association  to  refuse  competing  rates. 
The  same  law  forbade  foreign  vessels  to  clear  from  one 
American   port  to   another.     In  this  dilemma  the  merchants 


H.  Bahlb  (Althof  &  Bahls) 

i3f  San  Francisco  consulted  the  Treasury  Department,  to 
ascertain  whether  it  would  be  illegal  to  ship  in  foreign  vessels 
from  New  York  to  a  European  port  and  then  from  the  foreign 
port  to  San  Francisco.  Acting  on  the  reply  of  the  Treasury 
Department,  goods  were  shipped  three  thousand  miles  across 
the  Atlantic  in  a  direction  exactly  opposite  to  their  destination, 
and  then  reshipped  to  San  Francisco,  which  resulted  in  the 
establishment  of  branch  harbors  in  foreign  countries  in  order 
that  shippers  from  New  York  to  San  Francisco  could  secure  rates 
that  would  leave  them  a  margin  of  profit  on  merchandise.     It 


10  THE    VALLEY    ROAD 

was  soon  found  that  the  United  States 
Government,  as  though  it  had  joined 
the  traffic  conspiracy,  had  taken  a  hand 
in  the  fight  and  confiscated  the  cargoes 
of  vessels  coining  into  the  ports  of 
California.  Why?  On  the  ground  that 
their  shipments  were  in  violation  of  the 
navigation  la^vs  of  this  country,  which 
required  coastwise  commerce  to  be 
RoBT.  B.  Bain.  Carried     in     American     vessels.       The 

merchants  of  California  were  compelled 
to  employ  counsel,  and  only  after  expensive  litigation,  were 
able  to  win  their  fight  for  open  competition.  The  cargoes  of 
sixteen  foreign  sliips  in  all  were  seized  by  the  Government 
between  the  dates  of  October  16th,  1891,  and  May  28th,  1892. 
The  average  saving  of  freight  charges  on  shipments  by  thi& 
circuitous  route  was  estimated  to  be  over  four  dollars  per  ton. 
The  test  case,  which  resulted  in  a  victory  for  the  merchants,, 
was  tried  before  Judge  Ross,  in  the  Southern  District  of 
California,  and  afterwards  in  the  United  States  Circuit  of 
Appeals,  under  the  somewhat  peculiar  title  of  the  "United 
States  vs.  250  Kegs  of  Nails."     The  nails  won. 

After  the  fight  between  the  merchants  and  the  Transcon-^ 
tinental  Association  had  begun.  Congress  amended  the  law^  in 
a  way  that  prevented  further  shipments  in  this  manner.  Thus^ 
was  the  first  attempt  at  competition  checked. 

The  Transcontinental  Association  of  railroads  still  kept 
up  an  active  fight  against  any  and  all  plans  by  which  the 
people  of  California  could  gain  any  reductien  of  freight  rates, 
and  endeavored  by  every  means  in  their  power  to  close  the 
port  of  San  Francisco  against  the  commerce  of  the  sea.  Whert 
this  powerful   and  wealthy  combine  of  Eastern  and  Westerns 


A    HISTORY 


11 


A.  S.  Baldwin 
(Baldwin  &  Hammond) 


railroads  was  formed,  the  first  step  was 
to  buy  otf  the  ocean  line.  The  Pacific 
Mail  Steamship  Company,  at  that  time 
practically  the  only  transportation  com- 
pany whose  competition  was  to  be  feared 
by  the  railroads,  was  controlled  by  a 
subsidy  of  $75,000  per  month,  paid 
under  the  guise  of  a  space  rental,  and 
the  rates  on  all  freight  carried  by  their 
steamers  were  under  the  absolute  control 
of  the  Transcontinental  Association. 

As  a  matter  of  course,  the  shippers  of  California  Avere 
assessed  by  the  railroad  companies  to  pay  this  subsid3^  Thus 
the  victims  were  made  to  furnish  the  sinews  of  war  by  which 
the  fight  was  carried  on  against  themselves.  Import  and 
export  freight  rates,  as  represented  by  the  Pacific  Mail  and  the 
Occidental  and  Oriental  Steamship  lines,  were  so  manipulated 
as  to  destroy  all  possibility  of  competition  by  sea  or  land.  By 
ingeniously  contrived  methods,  such  rates  were  exacted  by 
these  lines  that  a  large  volume  of  trade  was  diverted  from  the 
port  of  San  Francisco.  A  special  contract  system  was  devised 
by  which  merchants  in  San  Francisco,  in  order  to  receive  a. 
rebate  on  freight  that  would  permit  them  to  handle  goods  at  a 
small  profit,  were  required  to  sign  a  special  contract  to  ship  by 
rail  only.  They  were  thus  forced  into  moving  their  freights 
only  at  the  dictation  of  the  Transcontinental  Association  of 
Railroads.  Under  the  blighting  influence  of  these  business 
methods,  it  is  not  a  matter  of  wonderment  that  the  sign  ''To 
Let,"  was  tacked  up  on  so  many  of  the  buildings  in  San 
Francisco. 

The  Southern  Pacific  Company  was  at  this  time  furnishing 
a  brilliant  example   of    the   injustice  of    its   local   rates,    by 


12 


THE    VALLEY    ROAD 


iDringing  from  New  York  to  San  Francisco 

many  commodities  at  a  much  less  cost 

than    that    required    to    transport    the 

same    freight    from    San    Francisco    to 

Bakersfield,  in  Kern  county,  a  distance 

of  three  hundred   and  fifty  miles.     The 

•cinching   process   was   placed    upon    all 

lines  centering  in  San  Francisco  by  sea, 

from  both  Europe  and   Asia,  and  it  is  a 

matter  of  record  that  between  August, 

1877,  and  March,  1892,  the  Pacific  Mail 

'Steamship    Company    received     from    the     Transcontinental 

-Association,  the  sum  of  over  $14,0000,000.     These  figures  give 

an  idea  of  what  the  railroads  consider  the  business  worth,  when 

they  can  afford  to  pay  Such  an  enormous  sum  to  secure  it. 

One  would  suppose  that  railroad  companies  would 
'endeavor,  as  a  business  proposition,  to  build  up  the  industries 
of  the  regions  they  cover;  but,  managed  by  men  who  seem 
unable  to  look  into  the  future,  a  policy  exactly  the  reverse 
"was  adopted. 


E   J    Baldwin. 


SUNSET  ROUTE. — Southern  Pacific  Company. 

Special  West  Bound  California  Freight  Tariff— C.  L. — No.  C  12,  March,  1895 


To  San  Francisco  from  New  York,  Boston 
Philadelphia,  Baltimore  (3,000  miles) 

San  Francisco  to  Bakersfield,  California 
(350  miles) 


blacksmith's 
supplies 

(BAR  IRON.  ETC.) 
Per  100  lbs. 

li 

(D   0 
0  0 

is 

$0   50 
$0  82 

$0  65 
$0  82 

$0   90 
$0  92 

$0  90    }  $0  90      §0  90 

I 
$0  92     '  *o  92       $0  92 


$0  75     I  §0  50 
$0  82     i  $0  82 


SAMPLE  RATES   OF  THE  SOUTHERN   PACIFIC  COMPANY. 


THE    TRAFFIC    ASSOCIATTOK. 


la-. 


m 

(^. 

g 

II. 

|VERYTHING  was  ripe  in  1891  for  the- 
formation  of  a  new  power  to  fight  the 
railroad  companies.  It  arose  in  the 
shape  of  the  Traffic  Association  of 
California.  The  preliminary  meetings- 
of  the  Association  were  held  in  the 
office  of  the  A.  Lusk  Company,  and 
Isidore  Jacobs,  the  president  of  this 
company,  was  active  in  the  work.   Tlie- 

merchants    that    took  a    hand    in    this   movement  were  well 

aware  of  the  risky  nature  of  their  undertaking,  and  it  was  not 

until  after  many  secret  conferences  that 

a  public  circular  letter  was  issued.     The 

first  public  meeting  of  the  Association 

was  held  in  the  Assembly  Hall  of  the 

Chamber  of   Commerce,    October    11th, 

1891.     Thomas  J.  Haynes,  Secretary  of 

the  Chamber  of  Commerce,   called   the 

meeting  to  order,  and  James  B.  Stetson 

was  made  chairman. 

He  announced,  in  his  opening  speech, 

J   ^JL   Sassktt 

that  the  object  of  the  meeting  was  to  (Oakland, cai.) 

organize  a  freight  bureau  and  traffic  association  for  the  mutual 
protection  of  the  merchants  of  the  city,  and  for  overcoming 
by  united  effort  the  unjust  discrimination  against  the  business^ 
interests  of  San  Francisco.  Thomas  J.  Haynes  was  elected 
secretary,  and  resolutions  were  presented  by  Isidore  Jacobs^ 
from  the  Committee  of  Arrangements  which  enunciated  the- 
purposes  of  the  Association.     They  included  the  construction* 


14 


THE    VALLEY    ROAD 


of  canals  and  competitive  system  of  railways,  the  establishment 
of  steamship  lines,  and  the  furthering  of  any  other  plans  that 
might  develop'  the  manufacturing  and  distributing  interests  of 
the  State. 

An  executive  committee  was  named,  and  given  power  to 
draw  up  by-laws  and  rules  for  the  government  of  the 
Association;  to  select  all  necessary  employees;  to  designate 
salaries;  to  determine  the  amount  of  revenue  that  members 
should  pay;  to  fix  the  qualifications  for  membership;  and 
arrange  such  other  details  as  might  be  deemed  conducive  to 


T.  I.  Bergin. 


the  success  of  the  Association.  It  was  specified  that  the 
Association  should  be  confined  to  members  of  the  mercantile 
community  of  California;  that  from  the  membership  should 
be  elected  a  president,  vice-president,  and  treasurer,  and  that 
the  headquarters  of  the  Association  should  be  in  San  Francisco. 
After  much  discussion,  the  name  adopted  by  the  organization 
was  the  "Traffic  Association  of  California." 

At  this  meeting,  the  following-named  gentlemen  addressed 
the  Association  from  the  platform;  A.  T.  Hatch,  E.  B.  Beck, 
M.  Ehrman,  E.  E,.  Stevens,  William  L,  Merry,  R.  G.  Sathen, 


THE    TRAFFIC    ASSOCIATION 


15 


Fred  L.  Castle,  Benjamin  Schloss,  A.  S.  Hallidie,  Harry  Green 
of  Monterey,  M.  P.  Jones,  Thomas  Fitch,  Jr.,  Arthur  R.  Briggs, 
A.  J.  Marcus,  and  S.  N.  Griffith  of  Fresno. 


V  iUlJ.AM,      ,).XJ  H.  t. 
ACTIVK,'   600  H.  P. 
Fearless,"  1200  H.  P. 


UuNSTRDCTION  TBAIN,  S.  P.  &  S.  J,  V.  Ky. 

8.  8.  "  Mariposa,"  0(  eanic  8.  8.  Co. 

Engine  "Claus  Spreckels,"  8.  F.  &  8.  J.  V.  Ry. 


^"  ALiEKI,      ^du  H.   It. 

"  RklIANCE,"  270  H.  P 
"  RELIEF,"  700  H.  P. 


CALIFORNIA  INDUS3a^BS-»aiIIP  AND  RAIL.' 
Xp'  09  THE 


16 


THE    VALLEY    ROAD 


Chas.  S.  Bikr 
(Rinaldo  Bros.  &  Co.) 


Mr.  Stetson  named  the  first  Executive 
Committee  as  follows:  F.  L.  Castle,  of 
Castle  Brothers;  J.  C.  Siegfried,  of 
Siegfried  &  Brandenstein ;  F.  W.  Van 
Sicklen,  of  Dodge,  Sweeney  &  Company; 
Robert  Watt,  of  the  Langley  &  Michaels 
Company;  B.  F.  Dunham,  of  Dunham, 
Carrigan  &  Hayden  Compan}^;  Isaac 
Upham,  of  Payot,  Upham  &  Company; 
Isidore  Jacobs,  of  the  A.  Lusk  Canning 
Company;  Eugene  B.  Beck,  of  D.  L. 
Beck  &  Sons;  A.  W.  Porter,  of  Porter  Brothers;  J.  H.  Wise, 
of  Christy  &  Wise;  A.  J.  Marcus,  of  S.  H.  Frank  &  Company; 
A.  S.  Hallidie,  of  the  California  Wire  Works;  Barry  Baldwin, 
President  of  the  Merchants'  Exchange  Association  of  San 
Francisco;  J.  B.  Stetson,  of  Holbrook,  Merrill  &  Stetson; 
S.  N.  Griffith,  of  Fresno;  C.  T.  Settle,  President  of  the  Farmers' 
Union  of  San  Jose;  J.  A.  Hedges,  of  Hedges,  Buck  &  Company, 
of  Stockton;  W.  H.  Wood,  of  W.  Wood  &  Company,  of 
Sacramento. 

The  names  composing  this  committee  were  very  satisfactory 
to  the  members  of  the  Association,  and  the  reading  of  the 
list  occasioned  great  enthusiasm.  A  permanent  committee 
to  encourage  the  construction  of  the  Nicaragua  Canal  was 
appointed,  with  John  T.  Doyle  as  chairman.  The  meeting 
then  adjourned,  subject  to  the  call  of  the  chair. 

This  gathering  was  followed  by  an  informal  meeting  of 
the  Executive  Committee,  a  few  days  later,  at  the  rooms  of 
the  Board  of  Trade.  J.  B.  Stetson  was  chosen  president; 
Thomas  J.  Haynes,  secretary;  and  a  committee  was  appointed 
on  by-laws  and  an  address  to  the  people.  This  plan  of 
organization  was  approved  at  a  meeting  held  October  29th, 


A.  J.  Marcus  J.  C.  Siegfried  Isidore  Jacobs 

Isaac  Upham  Fred  L.  Castle  Barry  Baldwin 

A.  W.  Porter  S.  N.  Griffith  B.  F,  Dunham 

A.  S.  Hallidie  W.  H.  Wood  C.  T.  Settle 

J.  B.  Stetson,  Pres. 
Thos.  J.  Haynes,  Secty. 


John  H.  Wise 
Robert  Watt 
Eugene  B.  Beck 
F.  W.  Van  Sicklen 


FIRST  EXECUTIVE  COMMITTEE  OF  THE  TRAFFIC  ASSOCIATION 


THE    TRAFFIC    ASSOCIATION 


1' 


C.  A.  Blank 
(Manager  E.  Gamier  &  Co.) 


when  F.  L.  Castle  was  elected  vice- 
president;  Barry  Baldwin,  second  vice- 
president;  and  Isaac  Upham,  treasurer. 

On  the  30th  of  the  same  month  a 
permanent  organization  was  effected, 
and  the  committee  entered  actively  upon 
its  duties. 

The  Constitution  and  By-laws  pro- 
vided that  merchants,  manufacturers, 
producers,  and  others  interested  in, 
and  favorable  to,  the  objects  of  t'ne 
organization  might  become  members.  The  board  of  government 
was  made  to  consist  of  niueteen  members,  from  whom  the 
officers  of  the  Association  were  to  be  selected.  The  Excutive 
Committee  decided  upon  the  admission  of  members,  had 
entire  control  of  the  management  of  the  Association,  and  was 
vested  with  power  to  route  all  freight  of  members  in  case  of 
emergency. 

No  person  was  eligible  to  membership  who  was  in  the 
employ  of  any  transportation  company  or  who  had  a  pass 
over  their  lines. 

The  names  of  the  men  who  took  the  initial  step  in  the 
formation  of  this  Association  become  at  once  a  tower  of 
strength  to  it.  They  were  men  whose  business  standing  was 
above  reproach,  men  who  in  all  walks  of  life  had  enjoyed  the 
fullest  confidence  of  the  community.  The  business-like 
manner  with  which  they  entered  the  almost  forlorn  contest 
infused  new  strength  into  the  ranks  of  the  shippers  of 
California,  and  men  who  had  heretofore,  through  fear  of 
consequences,  held  aloof  from  any  open  fight  against  the 
railroad  monopolies,  now  came  into  the  ranks  of  the  Association 
filled  with  hope  and  courage. 


18  THE    VALLEY    ROAD 

Early  in  the  history  of  the  Association  it  was  proposed 
that  all  sections  of  the  State  should  contribute  to  the  fight 
made  against  the  monopoly,  and  that  shippers  living  in  any 
portion  of  the  State  should  be  eligible  for  membership.  It 
seemed  reasonable  to  suppose  that  all  shippers  benefited  by  a 
reduction  of  freight  rates,  would  be  glad  of  an  opportunity  to 
ally  themselves  with  the  organization.  Yet,  as  a  matter  of 
fact,  shippers  outside  of  San  Francisco  were  very  slow  in 
awakening  to  the  idea  that  they  would  share  in  the  benefits  of 
the  change,  and  the  early  history  of  the  contest  shows  that  the 

^. .     movement  began  in  San  Francisco,  was 

-'  placed    on    its   feet    in    San    Francisco, 

and  but  for  the  energy,  courage,  and 
indomitable  perseverance  of  San  Fran- 
cisco's leading  business  men,  there  would 
have  been  no  Traffic  Association  in 
existence  to-da}^  and  no  hope  for  years 
to  come  of  lifting  the  onerous  burdens 
borne  by  the  shippers  of  this  State. 

It   soon    became    apparent    to    the 
jNo.  BoGGs  managers    of    the    Association    that    a 

(Colusa,  Cal.)  ^ 

leader  of  experience  was  needed  to 
command  their  forces;  and  accordingly,  at  a  meeting  of  the 
Executive  Committee  held  November  18th,  1891,  on  motion  of 
Isaac  Upham,  a  committee  was  chosen  to  select  a  Traffic 
Manager  for  the  Association.  Joseph  Leeds  of  Ohio,  a  man 
thoroughly  versed  in  the  minutest  details  of  the  business  of 
railroad  transportation,  was  chosen.  Mr.  Leeds  accepted  the 
trust  imposed  upon  him,  and  entered  upon  his  duties  November 
1st,  1891.  Mr.  Leeds  came  to  the  Coast  with  an  established 
reputation  in  this  line  of  business.  He  is  a  man  of  immense 
mental  resources  and  technical  abilit}^ 


THE    TRAFFIC    ASSOCIATION 


19 


About  this  time  the  Traffic  Association,  realizing  the 
importance  of  the  steamship  line  that  had  just  been  inaugu- 
rated by  the  Johnson-Locke  Mercantile  Company,  took  an 
active  interest  in  the  same,  and  under  their  supervision  it  was 
^  success  as  a  competitor  of  the  railroads.  -- — .  ^ 

09  TTO 


ITJiriVBRSITYJ 


*.    « 


ir-  *,.     ■»» 


20  THE    VALLEY    ROAD 

III.  I 

THE  NORTH  AMERICAN  NAVIGATION  CO. 

I'fi^V/    HE  history  of  this  Company,  one  of  the  most 

J^^KL  i>otent  factors  in  breaking  the  power  of  the 

4pWBPP^  Transcontinental  Association,  is  best  told 

largely  in  the  words  of  the  men  that  made 

the  fight.     These  extracts  are  taken  from 

the  signed  data  furnished  for  use  in  writing 

this  history. 

We    first   listen    to    Mu.    Locke,    of    the    Johnson-Locke 

Mercantile  Company. 

"Early  in  1891,  when  I  was  a  member  of  the  Johnson- 
Locke  Compan}^,  our  concern  conckided  to  establish  a 
steamship  line  around  the  Horn.  Through  such  a  medium, 
we  hoped  to  facilitate  transportation  and  thus  gain  an 
advantage  over  the  clipper  ships.  We  chartered  the  steamers 
Keweenaw,  Mineola  and  Mackinaw,  built  for  the  English  trade, 
and  as  elegant  freight  carriers  as  we  could  have  wished  to  have. 
They  can  steam  for  thirty  days  without  coaling. 

''One  morning,  Frank  Johnson  was  sitting  in  his  private 
office  reading  a  daily  paper,  when  he  suddenl}^  called  to  me, 
'  Locke,  here  is  something  for  us.' 

"  He  pointed  to  an  article  speaking  of  the  termination  of 
the  contract  between  the  Pacific  Mail  Steamship  Company  and 
the  Panama  Railroad  Company,  and  the  utter  failure  of 
Huntington  in  his  negotiations  to  renew  the  agreement. 

"We  at  once  opened  a  correspondence  with  General 
Newton  of  New  York,  the  president  of  the  Panama  Railroad, 
and  in  the  end  completed  negotiations  for  exclusive  billing  via 


NORTH    AMERICAN    NAVIGATION    COMPANY 


21 


the  Isthmus,  we,  in  turn,  guaranteeing  to  capitalize  a  c jnipany 
for  $100,000,  and  to  run  a  steamer  every  twenty  days  from  this 
port. 

''The  labor  attached  to  soliciting  the  subscriptions  to  the 
guarantee  fund  was  assumed  by  Captain  Merry,  Mr.  Johnson 
and  myself  ;  and  you  can  depend  upon  it  that  was  no  light 
task. 

"  We  constantly  met  merchants  who  feared  the  Southern 
Pacific  Company  and  were  in  their  coils.     I  Avill  give  you  an 


W.  I^.  Locke 
(President  Locke  and  Pike  Company). 


instance  :  we  called   upon  James  G.  Fair,  and  after  explaining 
our  intentions,  he  requested  us  to  call  again. 

"  At  our  second  visit  he  told  us  he  thought  he  would  have 
nothing  to;^do  with  it.     In  reply  to  a  request  for  an  explanation, 

he  said: 

'''I  am  holding  some   millions   of  dollars   in    Southern 


22 


THE    VALLEY    ROAD 


Pacific  bonds.     Do  you  want  me  to  put  my  eggs  in  a  basket^ 
get  on  a  fence  and  chuck  stones  at  it  ? ' 

''  Nevertheless,    he    eventually    subscribed    ten    thousand 
dollars. 

''  After  we   were   assured   of  some   $80,000,  Mr.  Johnson 
started  for  New  York,  to  complete  negotiations  with  General 
Newton.     After    his    arrival    there,    it   was    agreed    that   the- 
guarantee  fund  had  better  be  raised  to  $200,000.     Then  came- 
the  most  arduous  task  of  all. 

''I  realized  that  this  amount  could  not  be  raised  Avithout. 
the  co-operation  of  the  Traffic  Association.  We  called  upon 
Mr.  Leeds  and  secured  his  aid.  In  consideration  of  the  Traffic. 
Associations's  having  a  majority  in  the  Directory  of  the  North 
American  Navigation  Company,  it  agreed  to  raise  the  remainder 
of  the  $200,000.     This,  with  but  little  delay,  was  done." 


THE  POSITION  OF  SOME  CAPITALISTS  IN  CALIFORNIA 


NORTH    AMERICAN    NAVIGATION    COMPANY 


23 


Mr.  Johnson  adds  some  details: 

''About  ^ve  years  ago,  our  firm,  the  Johnson-Locke 
Mercantile  Company,  feeling  there  was  an  opening  for  a 
steamship  line,  entered  into  negotiations  with  the  firm  of  T. 
Hogan  &  Sons,  steamship  owners  of  New  York  City.  Messrs, 
Hogan,  in  connection  with  some  friends  of  theirs,  the 
International  Navigation  Company,  and  the  Saginaw  Steamship 
Company,  authorized  us  to  put  on  their  steamers  from  New 


Frank  S.  Johnson 
(Johnson-Locke  Mercantile  Company). 


York  to  San  Francisco,  and  vice  versa,  via  Cape  Horn ;  and  for 
a  year  and  a  half  we  ran  the  steamships  Mineola,  Conemaugh^ 
Progreso,  Keweenaw  and  the  Mackinaw  in  this  service  with 
varying  success. 

"  The  power  of  the  railroad  was  paramount  on  this  Coast; 
its  influence  was  felt  in  every  direction.  Notwithstanding  this 
influence  and  the  difficulty  that  would  naturally  be  experienced 


24  THE    VALLEY    ROAD 

in  sending  steamers  on  a  long  voyage 
of  14,000  miles,  around  Cape  Horn,  we 
met  with  more  or  less  success  in  this 
venture,  and  our  steamers,  carrying  3,000 
to  4,000  tons,  were  always  filled.  This 
line  was  known  as  the  Atlantic  and 
Pacific  Steamship  Line,  the  personal 
management  of  which  was  under  the 
charge  of  the  head  of  our  shipping 
ANToiNE  BoREL  dcpartmcut,  Mr.  C.  H.  Haswell,  Jr. 

(Alfred  Borei  &  Co)  <^  While  iu  the  midst  of  this  service, 

I  noticed  telegraphic  advices  in  the  Chronicle  announcing 
the  termination  of  relations  between  the  Pacific  Mail  and 
the  Panama  Railroad  Company.  This  rupture  was  brought 
about  by  the  desire  of  the  Panama  Railroad  Company  to 
free  the  Isthmus  Railway  Line  from  the  influence  of  the 
transcontinental  railroads,  the  Panama  Road  feeling  the 
time  had  come  Avhen  the  Isthmus  should  be  thrown  open 
to  competition.  I  felt  this  was  our  opportunity,  and 
immediately  wired  General  Newton  of  the  Panama  Railroad 
Company,  suggesting  that,  in  view  of  their  determination 
to  throw  open  the  Isthmus  and  put  on  a  line  of  their 
own  steamers  from  New  York  to  Colon,  I  thought  we  could 
secure  the  co-operation  of  the  merchants  of  San  Francisco  in 
this  movement ;  that  we  had  some  steamers  we  were  running 
between  San  Francisco  and  New  York  via  Cape  Horn,  and 
asking,  in  the  event  of  our  organizing  a  company  here,  if  they 
would  join  this  company  in  maintaining  a  through  line  from 
San  Francisco  to  New  York.  Upon  receiving  a  favorable 
answer,  we  sought  the  aid  and  influence  of  Captain  W.  L. 
Merry,  who  consented  to  assume  the  presidency  of  any 
company   we   might   organize,    and    we    proceeded    to   secure 


NOKTH    AMERICAN    NAVIGATION    COMPANY 


*^) 


W.  K.  Brackett 


,000  at  a  time,  and 


subscriptions.  The  first  man  we  sought 
was  Captain  R.  R.  Thompson,  who 
instantly  responded  with  a  subscription 
of  $10,000.  The  enterprise  and  libera- 
lity shown  by  Captain  Thompson  so 
elated  us  that  we  fancied  our  fight 
was  won.  We  little  knew  the  task 
before  us,  for,  upon  seeking  further 
subscriptions,  they  came  in  a  most 
laggard  and  discouraging  way.  Captain 
Merry,  Mr.  Haswell,  Mr.  Locke,  and  I, 
kept  pegging  away,  getting  $250,  $500,  or 
once  in  a  while  capturing  a  $5,000  subscription,  until  we 
had  nearly  $80,000  subscribed,  when  we  sought  the  aid  and 
influence  of  the  Traffic  Association.  Mr.  Leeds  stated  that  if 
we  could  make  good  our  assertions  of  securing  from  the 
Panama  Railroad  Co,  a  contract,  there  would  be  no  difficulty 
in  raising  the  rest  of  the  money,  and  1  started  for  New  York, 
amidst  much  doubt  at  this  end.  Upon  arriving  there,  after  a 
week  or  ten  days'  negotiations,  I  closed  a  contract  with  the 
Panama  Railroad  Co.,  by  which  they  agreed  to  co-operate 
exclusively  with  our  line  here  if  we  raised  $100,000  capital. 
I  succeeded  in  securing  the  signed  contract,  which  contract 
gave  us  a  few  weeks  longer  to  raise  the  money — until,  I 
believe,  the  1st  of  March.  The  Traffic  Association  then 
decided  to  help  us  out,  and  dispatched  Mr.  Leeds  to  New 
York.  He  considered  $100,000  capital  not  sufficient,  and  my 
contract  was  modified  slightly  and  the  capital  raised  to 
$200,000.  Mr.  Leeds  returned  home.  I  remained  a  few  days 
longer  in  New  York,  arranging  the  details  of  the  contract,  and 
then  started  for  San  Francisco.  When  I  arrived  here,  a  heavy 
task  awaited  us.     With  Captain  Jerry's  assistance,  our  firm 

^'^^'^^^^^^^^ 

XrsriVBESITY] 


26  THE    VALLEY    ROAD 

bad  succeeded  in  raising  about  $80,000;  there  was  $120,000 
more  to  secure.  Tbe  idea  was  new  to  our  mercbants;  tbe 
experiment  was  an  untried  one;  it  was  felt  we  were  going  to 
bave  bitter  and  fierce  competition  from  tbe  railroad,  and  tbere 
was  a  natural  reluctance  on  tbe  part  of  tbe  mercbants  to 
subscribe  tbe  wbole  capital,  feeling  tbat  as  tbe  wbole  city  wa& 
to  be  benefited,  and  particularly  tbe  real  estate  owners,  tbey 
sbould  join  in  maintaining  tbe  line.  Tbe  Traffic  Association 
now  took  bold  and  did  some  bard  work.  After  a  great  deal  of 
negotiating  and  a  great  deal  of  delay,  tbe  Sbaron  Estate,  tbe 
Donoboe  Estate,  and  tbe  Parrott  Estate 
subscribed  liberally.  One  of  tbe  first 
to  come  forward,  and   one  of  tbe  most  jftt^inv 

enthusiastic,  was  Andrew  B.  McCreary.  ^        ^  2 

Mr.   Leeds,   of   tbe   Traffic    Association,  ^'  S 

gave  bis  wbole  time  and  energy  to  tbe  ^^^     "  ;JX 

task  of  raising  money.  i^^^^E9^lHi 

''Tbe    time    bad    come,    under    tbe     ^^^^^^  JI^H 
contract,  for  the  dispatching  of  the  first     BJIHHHf  ^^^^ 
steamer.       Not  a  dollar  of    the  capital     £_^ 
bad  been  paid  in;  only  about  $160,000 

ir  J  J  ^  }  J    Brandenstein 

had     been     subscribed,     and    we    were 

$40,000  short.  If  the  first  steamer  was  not  dispatched,  our 
contract  would  have  been  void.  The  Southern  Pacific  was 
waiting  an  opportunity  to  reopen  negotiations  with  the  Panama. 
Railroad  Company,  having  become  alarmed  over  the  position 
of  affairs,  and  it  was  felt  that  the  situation  was  critical.  A& 
the  first  steamer  must  be  dispatched  at  all  hazards,  it  wa& 
decided  to  charter  the  St.  Paul.  Alvinza  Hay  ward  was  willing 
to  risk  $5,000  in  aiding  our  venture,  and  tbe  remainder  of  the 
money  to  guarantee  the  charter  hire  was  put  up  by  Captain 
Merry  and  tbe  Johnson-Locke  Mercantile  Company,  and  with 


NORTH    AMERICAN    NAVIGATION    COMPANY  27 

great  throwing  up   of   hats  and  mutual  congratulations   the^ 
St.  Paul  was  dispatched. 

^'The  Traffic  Association  continued  seeking  the  balance  of 
the  subscriptions.  Time  drifted  on  and  under  the  terms  of  the^ 
contract  the  period  for  the  dispatching  of  the  second  vessel 
was  but  a  week  off,  and  something  had  to  be  done.  Captain 
Merry  and  the  Johnson-Locke  Mercantile  Company  again 
threw  themselves  in  the  breach  and  guaranteed  the  Mexico. 
By  this  time  the  guarantee  ot  Captain  Merry  and  the  Johnson^ 
Locke  Mercantile  Company  amounted  to  over  |25,000.     They 

had  faith,  however,  in  the  ultimate 
outcome  of  the  venture,  and  their  con-^ 
fidence  was  rewarded,  for  about  the^ 
time  of  the  dispatching  of  the  second 
vessel  the  capital  stock  of  the  North 
American  Navigation  Company  was  paid 
in.  Captain  Merry  was  made  president 
and  manager  of  the  wharf;  Mr.  C.  H. 
Haswell,  Jr.,  secretary;  the  Johnson- 
Locke  Mercantile  Company,  general 
M.  J.  bkandenstein  agents;  and  a  new  board  of  directors  was- 

(M.  J.  Brandenstein  &  Co )  .  i        i        ,      i         mi         i»   ii         • 

nominated  and  elected.  Ihe  following 
comprised  the  board:  Captain  W.  L.  Merry,  Herman  Bendell, 
Captain  Gustav  Niebaum,  Hon.  E.  B.  Pond,  Frank  Dalton^ 
M.  H.  Hecht,  J.  S.  Leeds. 

"To  Mr.  Leeds  and  the  Traffic  Association,  Captain  Merry 
and  others,  much  credit  is  due  for  the  inauguration  of  this, 
line.  While  there  is  no  question  that  the  merchants  of  San 
Francisco  ultimately  lost  $300,000  in  the  maintenance  of  the^ 
North  American  Navigation  Company,  they  are  reaping  the- 
benefit  of  it  today.  The  attention  of  the  people  of  San 
Francisco  has  been  so  directed  to  the  transportation  problem. 


28 


THE    VALLEY    ROAD 


that  this  example  has  been  further  followed  by  the  advent 
of  the  San  Joaquin  Valley  Road  and  other  transportation 
enterprises,  so  we  can  fairly  claim  that  as  pioneers  in  ibis 
movement  we  bad  something,  no  matter  bow  little,  to  do  in 
starting  the  present  agitation,  for  we  freely  risked  our  capital 
and  gave  our  time  for  months,  relinquished  a  line  of  steamers 
we  had  already  established,  and  Captain  Merry,  Mr.  Locke, 
Mr.  Haswell,  and  Mr.  Johnson  gave  the  best  there  was  in  them 
in  tliis  trying  work." 


\ 


^Pl 


J.  S.  Leeds 


NORTH    AMERICAN    NAVIGATION    COMPANY 


29 


Captain  Merry,  who  did  good  service  as  president  of  the 
company,  speaks  of  this  work  as  follows: 

"The  North  American  Navigation  Company  was  the  result 
of  abnormal  conditions  in  transportation.  The  Panama 
Railroad  Company,  now  only  an  American  corporation  in 
name,  and  controlled  by  the  official  liquidator  of  the  French 
Panama  Canal  Company,  had  become  convinced  that,  under 
the  policy  adopted,  it  would  ultimately  lose   all  its   through 


Captain  W.  L.  Merry 


business  between  the  East  and  West  Coast  of  the  United 
States,  and  determined  that  it  would  demand  a  differential  oiy 
through  freight  rates,  such  as  had  been  granted  to  the  Canadian 
Pacific  Railway  by  the  overland  railways,  constituting  the 
Transcontinental  Association,  and  until  this  was  conceded 
would  fight  for  a  share  of  the  through  traffic. 

''  As  they  could  make  no  terms  with  Mr.  Huntington,  who- 


"80  THE    VALLEY    ROAD 

practically  controlled  the  situation,  the 
contest  Avas  inaugurated  by  the  charter 
of  an  independent  line  of  steamers 
between  New  York  and  Colon.  But 
having  no  line  on  the  Pacific  Ocean,  the 
Panama  Railroad  Company  conceived 
the  idea  of  encouraging  an  organization 
by  Pacific   Coast   merchants   to  operate 

steamers   between    San    Francisco    and 

Panama.     The  Panama  Railroad   Com- 

Herman  Braunschweiger 

(Braunschweiger&co)  pauy  did  uot  carc  about  San  Francisco's 
trade  with  Central  America,  but  made  the  fight  for  the  through 
traffic.  To  Frank  S.  Johnson,  of  the  Johnson-I  ocke  Mercantile 
"Company  is  due  the  initiative  in  the  enteiprise. 

''The  name  of  the  corporation  was  selected  by  myself.  1 
wrote  to  the  former  officers  of  the  ''North  American  Steamship 
Company,"  a  New  York  corporation  engaged  in  the  California 
transportation  business  from  1862  to  1865,  and  ascertaining 
that  the  company  had  surrendered  its  charter,  deciued  to  use 
the  same  title;  but,  considering  that  our  contract  might  widen 
to  the  Cape  Horn  route  by  sail,  or  to  inland  navigation,  I 
inserted  the  word  "  Navigation  "  instead  of  "  Steamship  "  in 
the  title.  The  company  was  then  incorporated  at  Sacramento 
under  State  charter. 

"There  were  no  suitable  steamships  on  this  side,  and  we 
made  an  effort  to  induce  the  Treasury  Department  to  permit  us 
to  charter  English  steamships  available;  but  our  opponents 
had  sufficient  influence  to  prevent  the  exception  being  made 
in  the  law  which  controls  the  coasting  trade  of  the  United 
States,  and  we  consequently  chartered  the  American  steamships 
iSt.  Paul,  Mexico,  Keweenaw,  Progreso  and  Saturn.  The  first 
two  steamships  were  chartered  with  a  guarantee  of   payment 


rxjIITBIlSITTl 

NORTH    AMERICAN^eVfeFSlSoN    COMPANY  81 

\>y  a  few  public-spirited  gentlemen;  the 
third  was  chartered  on  the  individual 
responsibility  of  M  r .  J  o  h  n  s  o  n  and 
myself,  until  the  company  was  in  posi- 
tion to  relieve  us,  while  the  Progreso  and 
Saturn  were  chartered  by  the  company 
^nd  brought  tlirough  the  Straits  of 
Magellan  to  the  Pacific  Coast.  Our  first 
-directory  consisted  of  Messrs.  Bendell, 
vice-president,  Dalton,  Niebaum,   Field,         edw.  braunschweiger 

Hecht,    Yates     and     myself.       By    mutual  (Braunschweiger  &  co 

•consent,  the  Traffic  Association,  upon  completing  the  |200,000 
guarantee  fund,  controlled  the  appointment  of  four  of  the 
•directors;  and  under  this  agreement,  Messrs.  Field  and  Yates 
resigned  and  Messrs.  Pond  and  Leeds  of  the  Traffic  Association 
took  their  places. 

''Meanwhile,  the  company  started  the  service  with  twenty 
•day  departures,  and  on  the  third  voyage  opened  the  trade  with 
Central  America.  At  the  start,  it  was  a  question  whether  our 
•opponents  would  permit  us  to  charge  frieghts  that  would  pay 
•cost  of  operation,  considering  the  trifling  inroads  our  limited 
service  could  make  on  a  great  volume  of  overland  traffic.  It 
very  soon  appeared  that  it  was  to  be  a  contest  of  extermination 
:and  it  became  our  policy  to  husband  our  resources  as  much  as 
possible  and  develop  the  trade  of  San  Francisco  with  Central 
America,  as  well  as  with  New  York  via  the  Isthmus.  Freights 
ivere  reduced  by  our  opponents  (and  met  by  us)  to  two  dollars 
per  ton  to  Central  America,  and  in  some  instances,  to  five 
■dollars  per  ton  to  New  York  via  Panama.  As  the  Pacific 
line  only  earned  forty-five  per  cent,  of  the  through  freight, 
including  Panama  lighterage,  twenty-five  per  cent,  being 
allowed   to  the    Panama  Railroad   Company,  and  thirty  per 


32 


THE    VALLEY    ROAD 


cent,  to  the  Atlantic  portion  of  the  route,  the  result  of  these 
rates  was  a  steady  loss  of  the  guarantee  fund  until  it  became 
necessary  to  raise  another  hundred  thousand  dollars,  which,, 
through  the  energy  and  indomitable  perseverance  of  the- 
Executive  Committee  of  the  Traffic  Association,  was  accom- 
plished. This  amount  was  insufficient  to  complete  the  fifteen 
months'  service  of  the  company,  whose  affairs  were  wound  up 
by  John  L.  Howard,  Esq.  and  myself,  as  trustees,  we  paying 
tlio  mercantile  indebtedness  closing  the  deal  with  some 
indebtedness   to    the   Panama   Railroad   Company,  in    whose 

interests,   as  well  as  their  own,  public-^ 

^^  spirited  gentlemen  of  San  Francisco  had 

#         A  expended  $300,000  and  achieved  results 

W  ^  ■  worth  millions  to  the  state  of  California. 

"  True,  three  hundred  thousand 
dollars  had  been  sunk;  but,  during  the 
fifteen  months  covering  the  operations^ 
of  the  North  American  Navigation  Com- 
pany, overland  rates  were  so  reduced  on 
the  products  of  the  Coast  which  went 
to  Eastern  markets,  that  the  volume 
of  freight  was  greatly  increased,  and 
producers  were  able  to  market  their  products  at  prices  which 
left  them  a  profit  instead  of  a  frequent  loss,  as  before.  This, 
coming  at  a  time  when  the  financial  condition  of  the  country 
was  extremely  unsatisfactory,  greatly  aided  California  to  pass, 
through  the  great  financial  panic  of  1893  with  comparative 
immunity.  It  Avas  estimated  that  a  saving  of  three  and  a 
half  million  dollars  had  been  made  on  Pacific  Coast  products- 
shipped  East  during  these  fifteen  months. 

''The  reduction  of  the  westward  freight  was  equally  radical, 
and  San  Francisco  thereby  was  again  able  to  extend   its  area. 


E.  A  Bruguiere 


NORTH    AMERICAN    NAVIGATION    COMPANY 


33 


of  mercantile  supply  to  something  like  its  old  territory,  before 
the  overland  railways  had  made  it  the  end  of  the  long  haul, 
and  combined  to  destro}^  its  maritime  commerce.  It  has  been 
ascertained  that  the  merchants  and  public-spirited  citizens  of 
San  Francisco,  by  the  expenditure  of  three  hundred  thousand 
dollars,  saved  the  State  of  California,  in  fifteen  months,  about 
five  million  dollars  in  cost  of  transportation  and  increased 
sale  of  products  induced  thereby. 

'^  The  history  of  the  North  American  Navigation  Company 
affords  a  striking  proof  of  the  fact  so  strenuously  maintained 
by  me,  that  upon  its  position  as  a  great 
seaport  San  Francisco  must  depend  for 
her  future  greatness  and  prosperity. 
This  assertion  is  made  without  detriment 
to  the  value  of  inland  transportation  by 
water  and  rail.  A  twent3^-day  steamship 
service  to  Panama  via  Central  American 
ports  controlled  the  policy  of  thousands 
of  miles  of  overland  railways  and  of 
millions  of  capital  invested  in  trans- 
portation interests.  In  no  manner  could 
three  hundred    thousand   dollars    have 

been  expended  to  better  advantage  for  our  commonwealth.  It 
was  also  a  self-evident  proof  of  the  value  to  Pacific  Coast 
ports  of  the  Nicaragua  Canal,  which  will  permit  them  to  use 
to  the  best  advantage  their  maritime  position,  and  this  without 
detriment  to  inland  transportation  interests,  which  will  profit 
by  the  resultant  rapid  development  of  the  Pacific  Coast. 

"  Personally,  I  closed  the  executive  duties  of  the  presidency 
of  the  North  American  Navigation  Company  with  the 
satisfaction  of  having  performed  an  arduous  duty  for  the 
public  good.    To  manage  a  concern  losing  money  as  a  part  of  its 

3 


L.   H.   BONESTELL 

(Bonestell  &  Co.) 


34 


THE    VALLEY    ROAD 


policy  is  not  a  pleasant  duty,  and  to  the  directors  who  aided 
me  with  their  counsel  as  well  as  to  my  old-time  friend,  Charles 
H.  Haswell,  Jr.,  our  capable  secretary,  and  to  Frank  S.  Johnson, 
the  Company's  efficient  business  agent,  the  thanks  of  our 
mercantile  communit}^  are  due  for  a  management  honest  to 
the  last  dollar,  and  energetic  on  behalf  of  the  commercial 
interests  represented  by  the  North  American  Navigation 
Company." 


^^^t^A/t  i/^<2^ 


:  >vRi« 


m      H°    ^ 


NORTH    AMERICAN    NAVIGATION    COMPANY  35 

The  few  points  not  covered  by  these  contributions  from 
first  hands  to  our  story  of  the  North  American  Navigation 
•Company  may  be  briefly  stated.  Among  the  subscribers  to 
the  first  $100,000  were  Captain  R.  R.  Thompson,  who  led  with 
the  subscription  of  ten  thousand  dollars,  followed  by  Alvinza 
Hayward  and  Abby  M.  Parrott,  each  with  five  thousand, 
Hermann  Bendel,  Thomas  Magee,  William  Babcock,  C.  Carpy, 
C.  J.  Hendy  Son  &  Company,  A.  H.  Herriman,  W.  F.  Mills, 
A.  B.  Field,  Captain  William  L.  Merry,  Frank  S.  Johnson, 
W.  L.  Locke,  C.  H.  Haswell,  Jr.,  J.  J.  Moore,  William  Thomas, 
A.  Lusk  &  Company,  H.  Levi  &  Company, 
Stetson-Ren  ner  Drayage  Company,  and 
P.  J.  Martin,  for  various  amounts  from 
one  thousand  dollars  upwards:  Frank 
S.  Johnson,  William  L.  Merry,  and 
C.  H.  Haswell,  Jr.,  subscribing  largely  as 
trustees  for  mercantile  and  shipping 
houses  who  did  not  then  desire  to 
have  their  names  made  public.  The 
merchants  who  openly  subscribed  to  this 
list,    were    men    of    determination    and  ^^°-  ^-  s^ooke 

'  (Brooke  Sign  Co.) 

stamina,  who  did  not  fear  to  make  an 

agressive  fight  against  the  Southern  Pacific.  The  Traffic 
Association  understood  the  situation  very  fully,  and  had 
every  confidence  in  the  proposition,  but  they  found,  when 
canvassing  among  business  men,  a  very  dubious  feeling 
pervading  the  community.  There  was  a  great  depression 
prevailing  everywhere  in  business  circles,  and  as  the  time 
approached  when,  under  the  terms  of  the  agreement,  the  first 
vessel  should  be  dispatched  to  New  York,  on  March  9th,  1893, 
there  was  not  a  dollar  in  the  treasury.  They  had  subscriptions 
amounting  to  $150,000  on  their  books,  but  none  of  them  were 


36 


THE   VALLEY    ROAD 


binding  until  the  full  sura  of  $200,000 
had  been  subscribed.  A  week  before^ 
the  sailing  of  the  first  vessel  the  money 
had  not  been  raised.  At  this  time^ 
however,  the  Association  found  men 
with  with  both  faith  and  money  to- 
put  into  the  enterprise,  in  the  persons- 
of  Messrs.  Louis  Sloss  &  Company,  the- 
owners    of   the   steamer    St.    Paul    and 


Alvinza   Hay  ward,  who   came    in    with 
$5,000.     So  the  St.  Paul  was  chartered 
and  dispatched  on  the  day  agreed  upon  in  the  contract. 


Captain  Caspar  Anderson 

In  command  of  the 

Steamer  St.  Paul. 


^ 


STEAMER   ST.   PAUL. 

The  sailing  of  the  St  Paul  for  Panama  was  an  event  which  will  be  long  remembered  on  the  water 
front,  and  an  occasion  of  great  rejoicing  among  the  friends  of  the  enterprise.  The  wharf  was  crowded 
with  shippers  and  members  of  the  Traffic  Association,  who  were  in  high  spirits  over  the  event.  The 
ship  cast  off  her  hawser  and  as  she  was  towed  towards  the  Golden  Gate  many  a  God-speed  and  pleasant, 
farewell  followed  her,  while  the  steamers  in  ihe  harbor  sounded  their  whistles  as  she  passed. 


NOETH    AMERICAN    NAVIGATION    COMPANY 


37 


It  is  right  that  the  persons  who  contributed  most  should 
have  their  names  recorded,  and  below  we  give  tlie  list  of  the 

Stockholders  of  the 
North    American   Navigation    Company 


Alaska  Packers'  Association 
Alexander,  Geo.  W. 
Armes  &  Dallam 
Anglo-California  Bank 
Abramson-Hennish  Co. 
Alaska  Improvement  Co. 
American  Bank  &  Trust  Co. 
Anglo  -  American  Crockery 
and  Glassware  Co. 

Babcock,  William 
Bendel,  H. 
Eergman,  J.,  &  Co. 
Bank  of  California 
Brandenstein,  M. 
Buckingham  &  Hecht 
Brown  Bros.  &  Co. 
Bonestell  &  Co. 
Borel,  Alfred,  &  Co. 
Baker  &  Hamilton 
Bauer  Bros.  &  Co. 
Barton,  Jno. 
IBritton,  Jos. 
Bush  &  Mallett 
Butler,  Schultz  &  Co. 
Baldwin,  E.  J. 
Board  of  Trade 

€lough,  A.  H. 
Carpy,  C. 
Cole,  N.  P.,  &  Co. 
■Castle  Bros. 
Cunningham,   Curtis   & 

Welch 
Cooper,  C.  A. 

Donahue,  Annie 
Dalton,  Frank 
Dodge,  Sweeney  &  Co. 
Dunham,  Carrigan  and 

Hay  den  Co. 
Davis  Bros. 
Dinkelspiel,  L.,  &  Sons 
Dean,  W.  E. 
Drexler,  L.  P. 


Donohoe  Jos.  A. 
Doe,  B.  &  J.  S. 
Day,  Thos.  &  Co. 

Esberg,  Mendel 
Eggers,  Geo.  H. 
Ehrman,  M.,  &  Co. 

Field,  A.  B. 
Folger,  J.  A. 


EnwAui)  Brown 
(Brown,  Craig  &  Co.) 

Fredericks,  Jos. 
Frank,  S.  H.,  &  Co. 
Fair,  Jas.  G. 
Furth,  Melville 
First  National  Bank 
Fireman's  Fund  Insurance 
Company 

Gregory,  H.  P.,  &  Co. 
German  Savings  and  Loan 

Society 
Ghiradelli,  D.,  &  Sons 
Greenbaum,  Weill  and 

Michaels 

Haas  Bros. 
Haswell,  C.  H.,  Jr. 


Holbrook,  Merrill  &  Stetson 
Heller,  Martin 
Hey  wood  Bros.  &  Co. 
Hulse,  Bradford  &  Co. 
Hughes,  H. 
Hawley,  Geo.  T. 
Hearst,  W.  R. 
Hibernia  Bank 
Herriman,  A.  H. 
Hendry  Sons  &  Co. 
Hayward,  Alvinza 

Jones,  S.  L.,  &  Co. 
Jennings,  Thos. 
Jones  &  Co. 
Johnson-Locke  Mercantile 

Company 
Kohler  &  Chase 
Kullman  H. 
Koshland  &  Co. 
Kutz,  G.  M.,  &  Co. 

Lowenberg  &  Co. 
Lilienthal.  P.  N. 
Langlej'-Michaels  Co. 
Levison  Bros. 
Livingston  &  Co. 

iMain  &  Winchester 
Merry,  W.  L. 
Mills,  W.  T. 
McCreery,  A.  B. 
Magee,  Thos. 
Montague,  W.  W.,  &  Co. 
Meyerstein,  Lewis 

Meyer,  Daniel 
Meyer,  Eugene 
Miller,  Sloss  &  Scott 
McKee,  Jno. 
Murphy,  Grant  &  Co. 
Meyer,  Simon 
Miller  &  Lux 

Neuberger,  Reiss  &  Co. 
Nightingale,  Jno. 


|TJ!fI7BRSIT7| 


38 


THE  VALLEY  ROAD 


Newman  &  Levinson 

Neville  &  Co. 
Neustadter  Bros. 
Nevada  Bank. 

Occidental  Land  and 

Improvement  Co. 
O'Brien,  J.  J.,  &  Co. 
Osborn  &  Alexander 

Porter  Bros. 
Parrott,  Abby  M. 
Phelan,  Jas.  D. 
Plum,  Chas.  M. 
People's  Home  Savings 

Bank 
Pike,  Chas.  W. 
Parke  &  Lacy  Co. 
Payot,  Upham  &  Co. 
Pacific  Bank 


Rosenthal  Bros.  &  Co. 
Redington  &  Co. 
Roth,  Blum  &  Co. 
Reiss  Bross. 
Rosenthal,  Feder  &  Co. 

Samuels,  D. 
Schilling,  A.,  &  Co. 
Sachs  Bros.  &  Co. 
Sanborn,  Vail  &  Co. 
Slose,  Louis,  &  Co. 
Schacht,  Lemcke  &  Steiner 
South  S.  F.  Packing  and 

Provision  Co. 
Sadler  &  Co. 
Sheldon,  Mark 
Sachs,  Martin 
Sachs,  H.  S. 
Schweitzer,  B. 
Sutro,  Adolph 


Sutro,  Gustave 
Sneath,  R.  G. 
Strauss,  Levi,  &  Co. 
Sloane,  W.  J.,  &  Co. 
Thompson,  R.  R. 

Verdier,  G.,  &  Co. 

Van  Winkle,  I.  S.,  &  Co. 

Walter,  N.  F. 
Wellman,  Peck  &  Co. 
Whitney,  C.  E.,  &  Co. 
Whittier,  Fuller  &  Co. 
Will  &  Finck 
White,  Lovell 
Wolff,  William 
Waterhouse  &  Lester 
Weil,  Raphael,  Co. 

Yates,  Chas.  M. 
Yates,  Wm.  H. 


C.  H.  Ha&welt.,  Jr. 
(Johnson-Locke  Mercantile  Co.) 


THE    LEAGUE    OF    PROGRESS 


39 


IV. 


THE  LEAGUE  OF  PROGRESS 


JUNE  7th,  1892,  the  California 
League  of  Progress  entered  its 
important  public  career.  The 
League  was  comprised  of  men, 
who  for  years  had  watched  the 
gradual  paralyzing  of  the  business 
in  this  State  under  the  iron  rule 
of  the  Southern  Pacific  Company. 
These  men  believed  that  the  State 
could    not     make    any    material 

progress  until  the  incubus  of  high  freight  rates  was  lifted.     It 

required  men  of  courage  at  that  time  to  join  the  Association, 

men  who  were  not  disheartened  by  the  prospect  of   work    or 

by  the  failure  of  others  in  the  same  line. 
The  purpose  of  the  League  was  set 

forth  in  the  following  resolutions,  which 

were   unanimously  adopted  at  the  first 

meeting: 

Whereas,  The  business  interests  of  the  State  are 
suffering  from  lack  of  co-operative  action  on  the  part  of 
our  merchants,  manufacturers,  miners,  and  producers; 
and  Whereas,  the  young  men  of  San  Francisco  desire 
to  awaken  the  old-time  spirit  of  progression,  which  has 
for  years  lain  dormant ;  therefore  be  it 

Resolved,  That  an  Association  be  formed,  the 
objects  of  which  shall  be  the  advancement  of  California's 

best  interests,  and  the  promotion  of  any  enterprise  that  martin  J.  Burke 

will  contribute  to  the  welfare  of  her  people  ;  be  it  further  (Madison  &  Burke) 


40 


THE    VALLEY    ROAD 


THE   LEAGUE    OF    PEOG 


41 


Resolved,  That  the  interests  of  San  Francisco  and  the  interior  being  identical, 
the  objects  of  this  Association  can  only  be  accomplished  through  the  united  action  of 
the  whole  State.  We  therefore  call  upon  the  young  men  of  all  sections  of  the  State  to 
organize  immediately,  so  that  a  State  League  may  be  formed  successfully  to  carry  out 
the  grand  objects  of  our  Association. 

At  the  first  public  meeting  after  the  organization  had  been 
completed,  sympathy  with  the  aim  of  the  Traffic  Association 
was  expressed  in  the  following  terms  : 

Whereas,  The  heavy  tribute  exacted  by  the  common  carriers  operating 
within  the  limits  of  the  State  of  California  has  stunted  our  inland  commerce, 
checked  the  growth  and  prosperity  of  our  trading  and  industrial  pursuits,  and  imposed 
a  condition  of  inertia  in  a  city  which,  by  its  natural  advantage,  should  be  one  of  the 
busiest  in  the  commercial  world,  and 

Whereas,  The  Traffic  Association  of  California,  with  a  view  of  the  correction  of 
the  corporate  abuses,  has  adopted  a  memorial  for  presentation  to  the  lepresentative 
political  parties  requiring  them  to  pledge  their  condi- 
dates  for  either  branch  of  the  Legislature  to  reformatory 
legislation  on  the  transportation  question ;    therefore 
be  it 

Resolved,  That  the  California  League  of  Progress 
heartily  endorses  the  plan  of  action  proposed  by  thn 
Traffic  Association  and  pledges  to  it  its  unanimous  and 
unqualified  support. 


Jno.  p.  Boyd 


The  use  of  competing  clippers  and 
also  of  steamships  of  the  Atlantic  and 
Pacific  Steamship  line  established  via 
Cape  Horn  was  urged  publicly  and 
privately  by  the  League  of  Progress  and 
by  the  Board  of  Control  in  its  official 
capacity.       Similar    support    was    also 

afforded  to  the  North  American  Navigation  Company  when,  a 
little  later,  that  line  was  established. 

At  all  times  the  members  of  the  League  stood  ready  to 
assist  in  any  enterprise  which  promised  a  competing  line  of 
railroad.  The  League  pledged  its  support  to  Alvinza  Hayward 
and  his  associates  in  the  San  Francisco  and  Great  Salt  Lake 
railway  enterprise.  When  the  Traffic  Association  projected 
the  competing  line  through  the  San  Joaquin  Valley,  the 
League  assisted  in   districting  the  city,  and  made  an  active 


42 


THE    VALLEY    ROAD 


canvass  for  the  Association  in  securing  subscriptions  for  the 
stock,  while  the  names  of  many  of  the  members  of  the  League 
appeared  in  the  list  of  subscribers  to  the  stock  of  the 
competing  line. 

An  extract  from  a  letter  addressed  to  ^'  Alvinza  Hay  ward 
and  Associates,"  August  19,  1892,  indicates  the  spirit  of 
younger  Californians  at  thai-  time: 

"We  take  the  opportunity  in  the  opening  to  subscription  of  the  stock  books  of  the 
San  Francisco  and  Salt  Lake  Railroad  Company  to  show  the  gentlemen  who  have 
encouraged  your  enterprise,  and  the  public  generally,  the  position  taken  by  the 
California  League  of  Progress  in  this  matter  of  such  paramount  importance  to  the 
people  of  the  city  and  the  State. 


W.  M.  Brison 


The  California  League  of  Progress  recognizes  in  the  incorporation  of  your 
company  the  first  practical  step  towards  the  breaking  of  the  transcontinental  freight 
monopoly  that  has  been  allowed  to  be  maintained  to  the  great  damage  of  the  reputation 
of  this  community  for  enterprise  and  for  bold  and  independent  action  in  public  affairs 
of  such  moment  as  this,  to  the  pecuniary  disadvantage  of  every  receiver  and  consignee 
of  merchandise  at  San  Francisco,  and  to  the  absolute  endangerment  of  the  perpetuity 
of  many  mercantile  businesses  of  long  establishment ;  a  monopoly  which  has  hindered 
the  development  of  the  metropolitan  city  of  the  Pacific  Coast  and  kept  California  an 
inaccessible  country  to  thousands  of  ambitious  Americans  on  the  Atlantic  seaboard 
who  might  otherwise  have  tried  their  fortunes  in  the  Golden  State  and  helped  in  the 
building  up  of  this  great  commonwealth  of  the  Pacific. 

We  are  confident  that  the  auspicious  reawakening  of  the  independent  spirit  of 
Pioneer  days  and  the  establishment  of  this  new  connection  with  the  outside  world 
will  eventually  give  to  us  the  population  which  should  have  been  ours  twenty  years 


THE    LEAGUE    OF    PKOGKESS 


43 


ago ;  make  opportunity  for  the  employment  of  millions  of  dollars  of  idle  capital,  give  to 
our  merchants  the  interior  and  local  trade  which  naturally  should  be  tributary  to  this 
metropolis,  and  ultimately  lead  to  the  re-establishment  of  a  condition  of  general 
prosperity  for  the  people  of  our  city  and  State." 

It  would  be  impossible  to  enumerate  the  many  progressive 
undertakings  of  the  League.  It  memoralized  Congress  in 
favor  of  the  Nicaragua  Canal.  It  fought  through  the  Legis- 
lature the  issue  of  bonds  by  the  State  for  the  construction 
of  a  Union  Depot  at  the  foot  of  Market  Street,  to  take  the 
place  of  the  uncomfortable  and  unsightly  sheds.  It  helped 
the  San  Francisco  World's  Fair  Association  to  provide  for 
a   San    Francisco  ''  exhibit "    at   the    Columbian  Exposition. 


't<8i>*^!^^^v' ''''"'"'"■'" ■    ,  l^^ 


J.  A.  Buck 
(N.  Ohlandt  &  Co.) 


It  took  up  municipal  concerns  and  made  various  useful 
recommendations. 

The  officers  elected  for  the  second  year  were  as  follows: 
President,  T.  J.  Harris;  First  Vice-president,  W.  H.  Metson; 
Second  Vice-president,  Emile  E.  Kahn;  Secretary,  Maurice  F. 
Loewenstein;  Treasurer,  W.  D.  McArthur. 

The  Board  of  Control  included  these  officers,  and  A.  F. 
Baumgartner,    Henry  Gray,    S.    C.    Irving,    Fred   J.   Koster, 


44 


THE    VALLEY    ROAD 


Charles  H.  Maass,  Louis  Saroni,  R.  E.  Starr,  B.  D.  Pike, 
Wallace  A.  Wise,  and  Charles  L.  Pierce. 

In  the  second  year  it  assisted  in  the  fight  between  the 
five-cent  ferry  line  to  Oakland  and  the  Southern  Pacific 
boats. 

The  League  was  also  represented  at  the  Trans- Mississippi 
Congress  and  was  honored  by  having  one  of  its  delegates, 
A.  E.  Castle,  elected  Vice-president  from  California.  As  such, 
Mr.  Castle  represented  the  State  at  the  Trans-Mississippi 
Congress  at  St.  Louis,  November,  1894. 

The  League  still  retains  its  organi- 
zation, having  the  following  Board  of 
Control  and  ofiicers  :  F.  J.  Koster, 
President;  A.  J.  De  Lamare,  Vice-presi- 
dent; Jonas  Erlanger,  Secretary;  S.  C. 
Irving,  Treasurer;  Henry  Gray,  C.  L. 
Pierce,  T.  J.  Harris,  Charles  S.  Bier,  W.  K. 
Brackett,  J.  H.  Bruning,  Charles  H- 
Maass,  W.  H.  Metson,  Frank  Pinkham, 
Harry  Unna,  Alexander  T.  Vogelsang. 

Following  our  scheme  of  letting  the 
men   that  have  done  the  work  tell  the 

story  of  it,  we  give  contributions  from  President  Koster  and 
Secretary  Loewenstein  relating  to  the  doings  of  the  League  of 
Progress. 

President  Koster  : 

''  Li  the  agitation  which  resulted  in  the  construction  of  the 
San  Joaquin  Valley  Railroad,  the  California  League  of  Progress 
had  no  small  share  in  fomenting  the.  sentiment  against 
corporate  power.  We  were  composed  of  the  younger  element 
of  the  business  community,  and  designed  to  give  moral  and 
financial  support  to  every  interest  in  California  productive  of 


Jos.  J.  Chappell 


THE    LEAGUE    OF    PROGRESS  45 

good  to  the  entire  State,  and  did  not  confine  ourselves  (though 
this  was  our  chief  motive)  to  mere  raih^oad  opposition.  The 
molding  of  public  opinion  against  the  railroad  monopoly  was 
no  very  easy  task.  The  merchants  were  cowed  by  the  Southern 
Pacific,  and  it  took  the  fearlessness  of  a  Caesar  to  brook  the  ill 
will  of  this  dominating  corporation.  To  what  our  fathers  were 
doing  in  the  Traffic  Association,  we  offered  our  co-operation  as 
the  League  of  Progress. 

"  We  held  our  first  meetmg  in  the  Bijou  Theatre,  June  7, 
1892.  Mr.  A.  E.  Castle  offered  a  resolution  setting  forth  the 
^^^^^^^^^^  principles  of   the  California  League   of 

J^^^^B^I  Progress,  and  it  was  promptly  adopted. 

^^^Hp  The  chairman,  Mr.  W.  H.  Metson,  was 

^Hp^^^WliH  empowered  to  select  a  committee  of 
^^^        J2B  seven  to   nominate  a  Board  of  Control. 

i  ^^  ^.    w  This   committee,    consisting   of    M.    A. 

Rothschild,  O.  F.  Westphal,  W.  Wellman, 
A.  T.  Vogelsang,  A.  E.  Castle,  H.  J. 
Hart  and  James  McNab,  subsequently 
selected  the  following  gentlemen  as 
N.  p.  Cole  mcmbcrs  of  the  Board  of  Control  :  Frank 

(President  Caliiornia  Furniture 

Manufacturing  company)  Harrold,  president ;  W.  H.  Metson,  first 
vice-president ;  Walter  M.  Castle,  second  vice-president  ; 
Henry  Gray,  secretary  ;  Samuel  Dinkelspiel,  treasurer  ;  Andrew 
Carrigan,  Morris  Feintach,  Henry  Gray,  Thomas  J.  Harris, 
George  H.  Pippy,  John  Partridge,  Henry  P.  Sonntag,  A.  L. 
Stetson,  H.  A.  Williams,  William  A.  Wilson  and  Harry  E. 
Wise. 

"  Shortly  afterwards  Will  E.  Fisher,  R  B.  Bain  and  J.  J. 
Chappell  were  elected  members  of  the  Board  of  Control.  Our 
work  was  well  inaugurated  on  July  11,  1892,  when  an  assistant 
secretary,   stenographer,    and    collector   were    employed,   and 


46 


THE    VALLEY    ROAD 


OFFICERS  OF  THE  LEAGUE  OF  PROGRESS 


THIRD   YEAR 


F.  J.  KosTEB.  President 


A.  J.  De  Lamare,  Vice-President   - 


Jonas  Erlanger,  Secetary 


S.  C.  Irving,  Treasurer 


THE    LEAGUE    OF    PROGRESS 


47 


C.  Coleman 


final  arrangements  completed  for  a  large 
public  meeting  at  the  Metropolitan 
Temple.  This  meeting  was  an  unquali- 
fied success.  All  the  leading  advocates 
in  San  Francisco  of  reformatory  measures 
addressed  the  gathering. 

"We  were  thereafter  besieged  witli 
political  overtures,  but  all  proffered 
alliances  of  this  character  were  firmW 
refused.  We  carried  our  work  on 
independent  lines,  and  during  the  entire 

existence   of   the   League   we   held    aloof    from    all    political 
entanglements. 

"Our  next  work  consisted  in  supporting  the  shipping 
lines  established  in  opposition  to  the  Sutton  Dispatch  Line, 
which,  we  had  good  reason  to  believe,  was  in  league  with  the 
Southern  Pagific.  Our  active  work  in  this  direction  called 
forth  editorial  endorsements  from  the  daily  newspapers,  and 
this  gave  a  marked  impetus  to  our  membership  list. 

"One  of  the  principal  matters  that  came  to  our  attention 
was  an  abuse  that  we  were  eventually  successful  in  correcting — 
the  excessive  State  tolls  collected  by  the  Southern  Pacific 
through  special  privileges  granted  to  it  by  the  State  Board  of 
Harbor  Commissioners. 

"The  law  fixed  the  rate  per  ton  for  all  merchandise  in 
cars  at  five  cents.  Through  a  special  system  denominated  the 
"  credit  list"  by  the  Harbor  Commissioners,  the  Southern 
P.icific  became  responsible  for  tolls  for  all  freight  in  its  custody. 
TJirough  this  authority,  the  Southern  Pacific  often  collected  in 
excess  of  five  cents  per  ton,  though  the  State  did  not  gain  the 
benefit.  We  offered  a  remedy  by  suggesting  the  stamp  system, 
i.  e.,  to  charge  on  a  fractional  part  of  a  ton  and  issue  stamps 


48 


THE    VALLEY    ROAD 


from  one  cent  up  therefor.  This  suggestion  was  adopted  by 
the  Harbor  Commissioners,  thus  relieving  the  merchants  of 
San  Francisco  from  the  payment  of  many  thousands  of  dollars 
to  the  Southern  Pacific  Company. 

"  Many  propositions  for  improvement  were  investigated 
by  the  League  ;  among  them,  the  extortionate  charges  which 
could  not  be  altered  except  by  legislative  enactment.  The 
League  strongly  favored  the  erection  of  a  union  depot,  and  the 
issuance  of  bonds  for  that  purpose.  Many  minor  subjects  met 
with  the  attention  of  the  League,  and  improvements  were 
urged.  It  activel}^  engaged  in  all  municipal  reforms,  and 
disinterestedly  worked  in  the  interest  of  all  projects  beneficial 
to  San  Francisco  and  the  State.  I,  with  many  others,  believe 
the  Board  of  Control  and  its  energetic  assistants  merited  the 
cordial  endorsements  accorded  it  by  the  press  and  their  many 
supporters." 


J.  M,  Cunningham 


^&ihi}i:Iiiii'^'a'TiC^^'^?\(i. 


FRANK  HARROLD,  President 
Samuel  Dinkelspiel,  treasurer 


Walter  m.  castle,  2d  VlCE-PRESlDE^ 


WM.   H.   METSON,  1st  Vice-President 

Henry  gray,  secretary 


FIRST  OFFICERS  OF  THE  LEAGUE  OF  PROGRESS 


Itt^^TVT 


THE    LEAGUE    OF    PROGRESS 


49 


Mr.  Loewenstein  adds  some  facts  to  the  story  of  the 
League  of  Progress  : 

''  Now  that  the  building  of  the  San  Francisco  and  San 
Joaquin  Valley  Railway  is  an  assured  fact,  it  may  not  be 
amiss  to  review  the  circumstances  which  led  to  that  end  from 
an  impartial  standpoint.  It  has  often  occurred  to  me  that 
future  generations  may  wonder  why  so  much  importance  w^as 


A.  E.  Castle 
(Castle  Bros.) 


attached  to  the  construction  of  this  railway,  and  yet,  is  this 
strange  if  we  consider  that  even  now  many  of  our  fellow 
citizens  do  not  fully  appreciate  its  ultimate  value  to  the  State 
of  California  in  general  and  the  city  of  San  Francisco  in 
particular  ? 

"Not  a  little  of  the  credit  in  bringing  about  the  success  of 
this   project   belongs    to   the   California   League   of  Progress. 


50  THE    VALLEY    ROAD 

Shortly  after  the  older  merchants  had  organized  the  Traffic 
Association  the  League  was  formed  by  the  younger  element  of 
the  business  community.  It  was  established  on  the  theory 
that,  since  the  future  was  theirs,  they  were  entitled,  or  even 
compelled,  to  take  a  hand  in  shaping  it  for  their  best  advantage. 
While  the  founders  of  the  League  recognized  the  transportation 
question  to  be  most  important,  they  preferred  to  make  the 
sphere  of  usefulness  of  the  organization  as  broad  as  possible. 
Therefore,  the  objects  of  the  Asssociation  were  made  'the 
advancement  of  California's  best  interests  and  the  promotion 

of  any  enterprise  that  would  contribute 
to  the  welfare  of  her  people.' 

"  In  following  up  the  transportation 
question,  the  officers  of  the  League 
concluded  that  the  most  good  could  be 
accomplished  by  working  with  the  Traffic 
Association  on  the  lines  suggested  by  its 
able  Traffic  Manager,  J.  S.  Leeds.  Thus, 
the  Merchants'  Shipping  Association  and 
the  North  American  Navigation  Com- 
joNATHAN  cuETis  p^uy  leceivcd  the  active  support  of  the 

League,  and  the  Union  Transportation 
Company  and  the  Davie  Ferry  and  Transportation  Company 
were  assisted  materially.  When,  in  the  fall  of  1893,  the 
Traffic  Association  determined  to  collect  funds  for  the 
construction  of  a  railroad  through  the  San  Joaquin  valley,  the 
League  stood  ready  to  canvass  the  city  for  subscriptions,  and  a 
number  of  its  members  are  now  stockholders  of  the  San 
Francisco  and  San  Joaquin  Valley  Railway. 

''  Believing  that  the  growth  of  San  Francisco  as  a  shipping 
point  depends  largely  upon  the  taxes  imposed  upon  the 
shipping  interests,  the  matter  of  port  charges  was  next  gone 


THE    LEAGUE    OF    PROGRESS. 


51 


into  ;  thus  the  pilot,  dockage,  water  and  toll  charges  were 
thoroughly  investigated,  with  the  result  of  correcting  some  of 
the  existing  evils  and  calling  others  to  the  attention  of  organiza- 
tions better  able  to  deal  with  them.  The  Nicaragua  Canal 
obtained  the  hearty  support  of  the  organization,  and  its 
representatives  at  the  session  of  the  Trans-Mississippi  Congress 
were  among  its  strongest  advocates.  Since  that  time,  some  of 
the  work  inaugurated  by  this  organization  has  received  the 
attention  of  the  Merchants'  Association,  Half  Million  Club  and 
kindred  institutions.  History  will  record  that  the  young  men 
of  San  Francisco  in  particular  have  taken  an  active  hand  in 
enforcing  her  commercial  and  industrial  independence. 


^ 
^ 


Chas.  Carpy 
(C.  Carpy  &  Co  ) 


'   Of  THK     '••^•<, 

I7BRSITY 


52 


THE    VALLEY    ROAD 


V. 


THE  MERCHANTS'  SHIPPING  ASSOCIATION. 


[HE  Merchants'  Shipping  Association 
was  formed  in  May,  1892,  for  the 
purpose  of  reducing  to  a  reasonable 
figure  the  freight  charges  on  such 
bulky  articles  as  were  usually  sent 
by  ships  from  the  Eastern  States  to 
the  Pacific.  The  Association  was  not 
unfriendly  to  the  North  American 
Navigation  Company,  which  fulfilled 
its  object  in  handling  such  freight 
as  required  quicker  dispatch  than 

could  be  secured  by  sailing  vessels  around  the  Horn. 

The  following  firms  were  the  promoters  of  this  Association, 

which  soon  became  a  leading  factor  in  the  fight  for  competition: 

I.  S.  Van  Winkle  &  Co.,  J.  W.  Grace  &  Co.,  Dunham,  Carrigan 

and    Hayden  Co.,    Baker   &    Hamilton, 

Miller,    Sloss    and    Scott,    Huntington, 

Hopkins    and    Co.,    Crawford    and    Co., 

Wellman,  Peck  &  Co.,  and  Hawley  Bros. 

L.    L.    Baker    was    the    first    president; 

A.  Crawford,  vice-president;    and   C.  E. 

Miller,  secretary.      J.   W.  Grace  &   Co. 

were  agents  of   the   Association.     N.  T. 

Romaine,    of    Van    Winkle     and     Co., 

succeeded  to  the  presidency,  and  Wake- 
field Baker,  to  the  vice-presidency,  upon 


Albert  Ckrf 
(Cerf,  Schloss  &  Co." 


THE    merchants'    SHIPPING    ASSOCIATION  58 

the  death  of  L.  L.  Baker  and  Andrew  Crawford.     A  general 

meeting  was  held  at   the   rooms  of   the  Board   of   Trade  in 

August,  1892,  President  J.  P.  Le  Count,  of  the  Board  of  Trade 

of    San  Francisco,  presiding.      At   the  meeting   most  of  the 

wholesale    firms  joined  the   Association  and    subscribed  one 

hundred  thousand   dollars.      An    Executive    Committee    was 

appointed  as  follows:    N.  T.  Romaine,  of   I.   S.  Van  Winkle 

and    Co.;    Wakefield    Baker,   of    Baker   &   Hamilton;    B.    F. 

Dunham,   of    the   Dunham,  Carrigan    &   Hayden    Company; 

Henry  Payot,  of  Payot,  Upham  &  Co.;  F.  W.  Van  Sicklen,  of 

Dodge,   Sweeney  &  Co.;  R.  B.  Huie,  of 

J.   W.    Grace  &   Co.;    M.   P.   Jones,   of 

Jones  &  Co.;  H.  Michaels,  of    Langley 

and    Michaels    Co.;    C.    E.    Miller,    of 

Miller,    Sloss    and    Scott;    and    George 

Hawley,    of    Hawley    Bros.    Hardware 

Company.     The    Chas.    E.    Moody,    the 

first  ship  of  the  Merchants' Line,  arrived 

in    San    Francisco   in    November,   1892, 

with    twenty -"eight    hundred    tons     of 

merchandise,  and  was  followed  by  other  thos.  cantwell 

ships  at  regular  intervals. 

The  establishment  of  this  line  was  followed  by  another 
war  of  rates  by  the  way  of  the  Isthmus.  A  large  amount  of 
money  was  lost  by  both  shippers  and  steamers,  but  the 
Merchants'  Line  weathered  the  storm,  and  the  Association  is 
still  in  existence,  ready  for  active  work  if  occasion  should 
arise. 

This  line  was  not  established  or  controlled  by  the 
Traffic  Association.  When  that  Association  first  considered 
a  competing  clipper  line  in  March,  1892,  they  found  that 
the     Merchants'    Shipping    Association     had    already    taken 


54 


THE    VALLEY    ROAD 


preliminary  steps.  The  Traffic  Association  therefore  deemed 
it  unnecessary  to  act,  except  by  advice,  and  the  assistance  of 
individuals  in  raising  funds. 

Under  the  influence  of  this  competition,  rates  by  way 
of  Cape  Horn  were  so  reduced  as  to  make  profitable  the- 
handling  of  many  lines  of  goods  that  hitherto  the  merchants- 
of  California  had  been  unable  to  deal  in  successfully. 


SHIP    CHAS.    E.    MOODY 


I?  BR  SIT? 


THE   MERCHANTS     SHIPPING   ASSOCIATION 


55 


The  following  article  from  the  pen  of  Mr.  N.  T.  Eomaine, 
the  President  of  the  Merchants'  Shipping  Association,  is  a 
brief  recapitulation: 

''  The  Merchants'  Shipping  Association  was  a  matter  of 
self-preservation  to  the  merchants  of  San  Francisco.  For 
many  years  we  had  used  the  clipper  line  of  vessels,  taking  the 
Horn  route,  and  thus  gaining  an  advantage  in  freight  rates. 
In   later  years,  matters  changed,  and  there  came   to   be  no 


N.  T.   ROMAINE 


(I.  S.  Van  Winkle  &  Co.) 

choice   between    the   rail,  steamer,  or   clipper   line.     Perhaps 
the  latter  was  subsidized;  this  I  don't  know,  and  can't  tell. 

"  Depression  in  business  followed  and  became  so  severe, 
owing  to  the  competition  and  the  special  advantages  given  the 
Eastern  houses  as  against  San  Francisco,  that  we  had  to  conceive 
some  plan  to  remedy  the  conditions.  We  were  not  aggressive, 
mind  you;    not  antagonistic  to  the  railroad,  but  the  outlook 


56 


THE    VALLEY    ROAD 


was  SO  blue  that,  for  our  own  and  local  protection,  we  chartered 
these  clipper  ships  and  founded  this  co-operative  Association. 

"  We  subscribed  from  $75,000  to  $100,000  and  started  the 
ball  a-rolling.  This  was  in  1892.  Our  freight  rates  were,  of 
course,  reduced  to  a  minimum,  and  this  compelled  the  railroad 
and  steamship  companies  to  meet  the  reduction.  Then  came 
the  test  of  fidelity  of  our  members,  and  they,  as  a  whole,  were 
not  found  wanting.  The  matter  recently  has  slightly  lapsed, 
though  we  are  still  in  existence  and  subject  to  call  at  any 
time.  The  present  conduct  of  affairs  under  Grace  &  Co.  is 
entirely  satisfactory  to  the  members  of  the  Association. 

"San  Francisco  will  never  be  a  large  marine  or  mercantile 
city  until  manufacturers  are  established,  and  cheap  rates 
permit  us  to  enter  into  the  Eastern  competition.  We  must 
broaden  our  Asiatic  trade,  get  a  competing  railroad,  and  cheap 
Eastward-bound  rates.' 


^£_^ 


vS 


Wakefield  Baker  (Baker  &  Hamilton) 
Vice-President  Merchants'  Shipping  Association 


THE    MERCHANTS     SHIPPING    ASSOCIATION 


57 


While  on  the  subject  of  waterway  navigation,  the  following 
short  extract  from  the  Proceedings  of  the  First  Annual 
Convention  of  the  International  Deep  Waterways  Association 
held  at  Cleveland,  on  September  24th,  25th,  and  26th,  1895, 
may  be  of  interest. 

It  goes  to  show  that  railroads  having  water  competition 
are,  as  a  whole,  more  prosperous  than  those  covering  territory 
that  is  exclusively  under  their  control.  This  remarkable  fact 
may  perhaps  be  explained  as  follows: 

There  are  certain  freights,  such  as  the  products  of  the 
soil,  lumber,  cereals,  etc.,  which  must, 
to  pay  a  profit  on  their  production,  be 
transported  at  very  low  figures.  Rail- 
roads have  been  known  to  handle  these 
products  at  actual  cost,  in  some  cases 
it  is  even  stated  at  a  small  percentage 
of  loss,  while  the  same,  or  even  lower, 
price  paid  for  water  transportation 
would  be  remunerative  to  the  less 
expensive  carrier. 

By    means    of    cheap   water    trans- 
portation   the  country  is  enriched   and 

built  up  through  the  increased  products  of  the  soil,  the 
railroads  secure  the  short  haul  to  tide-water,  in  addition  to 
the  immense  difference  in  local  trafhc  that  there  exists 
between  a  prosperous  community  and  one  that  is  struggling 
from  year  to  year  for  a  bare  existence. 

The  following  verbatim  extract  from  a  paper  read  by 
Prof.  L.  M.  Haupt,  Consulting  Engineer,  of  Philadelphia, 
explains  itself: 

"Deep  waterways  are  an  important,  in  fact,  I  may  almost  say,  essential 
adjunct  to   successful   railway   operation   in  relieving  the   roads  of  their 


D.  B.  Chase 


58 


THE   VALLEY    ROAD 


non-productive  freights  and  in  stimulating  industries  and  population;  thus 
providing  higher  class  traffic. 

That  these  conclusions  are  not  mere  platitudes  nor  glittering 
generalities  will  be  seen  by  glancing  over  the  stock  lists  of  railroad 
quotations  and  noting  the  location  of  those  roads  whose  securities  are 
above  par.    For  example,  New  York  stock  quotations,  September  16th,  1895  : 

Railroads  Having  Competing  Waterway. 


Chicago  N.  W.  pfd.      - 

134 

Lake  Shore 

-   149 

C.  M.  &  St.  Paul  pfd. 

-        -   129 

Michigan  Central 

101 

Boston  &  Maine 

-        178 

New  York  Central     - 

-       -  102 

Boston  &  Lowell 

-   206 

New  Jtrsey  Central 

-        -        109 

Boston  <fe  Albany 

210 

Old  Colony 

-   178 

Boston  &  Providence 

-  265 

N.Y.,  N.  H.  &H. 

182 

Delaware  &  Hudson 

130 

Jos.  A,  DONOHOE 

(President  Donohoe-Kelly  Banking  Company) 


Railroads  Having  No  Competing  Waterway. 


At.  T.  &  S.  Fe  pfd 
Atlantic  &  Pacific 

B.  &  O.       - 
Canadian  Pacifif^ 
Central  Pacific  - 

C.  B.  &  Q.      - 
C.&O.        -        - 
C.  C.  C.  &  St.  L. 
C.  C.  C.  &  St.  L, 
C.  Rk.  1.  &  Pacific 
Col.  Coal  &  Iron 


pfd 


18% 

D.L.  &W.     - 

-        -   162>^ 

1% 

Den.  &  Rio  Grande    - 

16 

65 

Great  Northern 

-  128 

56K 

Houston  &  Texas 

s^ 

19K 

Illinois  Central 

-       -   lOlK 

84 

N.  Y.  L.  E.  &  W.  pfd.       - 

23>^ 

i^K 

Norfolit  &  West,  pffl       - 

-     14 

44 

N.  Pacific  pfd. 

18M 

94 

S.  Pacific 

-        -     25 

82 

Texas  Pacific     - 

-          11% 

5 

Union  Pacific 

-     15 

THE   MERCHANTS     SHIPPING   ASSOCIATION 


59 


These  quotations  serve  to  illustrate  the  benefits  to  railroad  trafiic  of 
water-borne  commerce.  There  are,  doubtless,  numerous  other  factors 
tending  to  promote  the  prosperity  of  the  railways  whose  stocks  are  above 
par,  but  it  is  no  mere  accident  that  most  of  these  roads  are  parallel  with, 
or  connect  the  cheapest  kind  of  internal  water  competition." 

The  above  argument  of  Prof.  Haupt  might  be  worthy  of 
investigation  by  railroad  managers  if  their  policy  to  charge 
''all  the  traffic  will  bear,"  was  not  so  settled.  When  th^se 
statements  were  called  to  the  attention  of  Mr.  Huntington  by 
a  leading  merchant  of  San  Francisco,  his  only  answer  was,  "it 
is  too  late  to  teach  an  old  dog  new  tricks." 


Geo.  E.  Dow 
(Dow  steam  Fump  Works) 


60 


THE    VALLEY    ROAD 


VI. 


THE  BEGINNINGS  OF  THE  VALLEY  ROAD 


|AVING  arrived  at  a  pause  between  the 
narrative  of  the  earlier  attempts  at 
competition  and  the  inception  of  the 
latest  and  most  important  enterprise, 
it  is  well  to  sum  up  what  has  been 
and  to  foreshadow  the  future.  Mr.  Isaac 
Upham,  of  Payot,  Upham  <fe  Co.,  a  firm 
that  lias  always  been  actively  public- 
spirited,  affords  us  the  desired  resume  from  the  standpoint  of 
a  prominent  actor  in  these  events: 

In  order  to  realize  fully  the  great  benefits  derived  from  the  Traffic 
Association,  we  have  only  to  recall  the  conditions  at  the  time  it  was  formed. 
The  powerful  Transcontinental  Association,  made  up  of  the  most  important 
railroads,  controlled  absolutely  every  avenue  of  commerce  to  our  State. 
The  rates  of  freight  were  so  exorbitant  that  our  merchants,  producers  and 
manufacturers  were  forced  to  organize  for  self  preservation. 

The  establishing  of  the  Grace  line  of 
clippers,  our  first  step,  resulted  in  a  reduc- 
tion of  at  least  four  dollars  per  ton  in  the  first 
few  months.  This  of  itself  was  a  severe 
blow  at  the  Transcontinental  Association,  and 
was  but  the  beginning  of  the  fight  that  ended  its 
existence. 

The  ending  of  the  contract  between  the 
Pacific  Mail  Steamship  Company  and  the  Panama 
Railway  on  December  31,  1892,  was  a  most 
fortunate  circumstance.  The  Pacific  Mail  had 
been   receiving   a  subsidy  of  $75,000   a   month 

from  the  Transcontinental   Association,  and   in ^- — 

return  had  kept  rates  so  high  that  the  business  jno.  t.  Doyle 


I 


THE    BEGINNINGS    OF    THE    VALLEY    ROAD  61 

was  almost  nominal.  This,  of  course,  made  the 
Panama  Railway,  which,  though  nominally 
American,  had  become  practically  a  French 
corporation,  quite  ready  to  make  a  new  arrange- 
ment. The  North  American  Navigation  Company, 
formed  to  meet  these  conditions,  caused  an 
immediate  drop  from  $4  to  $1  per  hundred 
pounds.  Though  the  $300,000  raised  by  the 
merchants  was  all  sunk  in  about  a  year's  time,  at 
least  $10,000,000  was  saved  in  freight  charges  to 
California  by  the  investment,  besides  making 
it  sure  that  rates  will  never  again  be  so 
high. 

This,  however,  was  but  a  beginning.  Local 
railroad  rates  are  even  more  important  to  San 
Francisco  merchants  than  the   sea  freights,  for  ,^        '    '        p  ^^^ 

°        '  (Jas.  P.  Dunne  &  Co.) 

if  they  cannot  distribute  to  the  interior  it  does 
them  little  good  to  heap  their  warehouses  with 

goods  brought  by  the  ships.  The  Traffic  Association  took  up  the  building 
of  a  railroad  that  would  open  up  that  splendid  empire  of  the  San  Joaquin 
Valley  to  their  trade.  The  merchants  all  wanted  it,  the  news[)apers 
pronounced  in  favor  of  it,  and  public  opinion  was  unanimous  ;  and  yet  it 
required  much  hard  work  on  the  part  of  the  Executive  Committee  to  bring 
it  about. 

An  immense  amount  of  literature  on  the  subject  was  distributed 
all  over  the  State  ;  public  meetings  were  held,  at  which  prominent  men 
pictured  the  great  benefits  to  be  derived  from  the  road.  Still  the 
money  did  not  appear  in  sums  sufficient  to  assure  the  building  of  the 
road. 

At  last,  appeal  was  made  to  the  great  real  estate  holders  and  capitalists 
who  had  seen  their  rents  diminishing  and  their  profits  cut  down  by 
the  stagnation  of  business.  The  smiting  of  this  rock  that  brought 
forth  streams  of  revenue  was  done  at  the  meeting  at  the  Chamber  of 
Commerce. 

A  committee  of  twelve  was  appointed  to  get  subscriptions  to  the  stock 
of  the  Valley  Road.  This  committee  was  soon  increased  to  twenty-two, 
and,  at  their  third  meeting,  over  $1,000,000  was  subscribed  by  the  members 
of  the  committee. 

The  results  of  this  movement  are  that  the  Valley  Road  will  be  in 
Bakersfield  by  the  end  of  1896  and  bring  incalculable  benefits  to  San 
Francisco  and  the  State. 


^y*^  Of  THJS^^C^ 


62 


THE  VALLEY  KOAD 


These  are  only  a  few  of  the  things  done  by  the  Traffic  Association,  and 
they  have  yet  an  immense  field  before  them.  All  honor  to  the  brave  men 
that  have  fought  so  long  and  often  against  desperate  odds  for  the  freedom 


of  our  commerce. 


JkcLoje,  /h^-^Lc^^,.^ 


J.  B.  F.  Davis 
(J.  B.  F.  Davis  &  Son) 


THE  BEGINNINGS  OF  THE  VALLEY  ROAD  63 

A  more  detailed  account  of  the  doings  of  the  Traffic 
Association  is  necessary  to  give  any  adequate  record  of  them. 
This  is  well  shown  as  first  hand  information  in  the  Annual 
Report  of  the  Executive  Committee  of  the  Traffic  Association 
of  California,  read  at  the  first  annual  meeting,  October 
26th,  1892: 

"To  THE  Members  of  the  Traffic  Association  : 

"The  Executive  Committee,  to  whom  you  intrusted  the  management 
of  your  affairs,  now  has  the  honor  to  make  its  First  Annual  Report.  The 
circumstances  which  called  for  the  existence  of  this  organization  were  and 
are  today  of  such  paramount  importance  to  every  citizen  of  California 
that  a  brief  recapitulation  may  not  be  out  of 
place. 

"When  the  Central  Pacific  Railroad  Company 
completed  the  construction  of  its  line,  and  the 
last  spike  was  driven  at  Promontory  Point,  the 
people  of  the  State,  and  of  San  Francisco  in 
particular,  celebrated  the  occasion  in  a  manner 
that  has  never  been  equaled  on  the  Pacific  Coast. 
Every  one  joined  in  its  congratulation,  and 
believed  that  a  new  era  of  prosperity,  progress 
and  good  fellowship  had  appeared.  Never  had 
a  corporation  such  a  golden  opportunity  to 
attach  itself  to  the  good  opinion  and  hearty 
co-operation  of  the  people  of  this  State  as  the  jay  deming 

Central  Pacific  Railroad  during  the  early  years  (Geo.  w.  Hume  &co.) 

of  its  development. 

"But  it  had  barely  time  to  warm  itself  into  vitality  before  it  began  to 
display  those  features  of  selfishness  and  disregard  for  the  public  welfare 
that  have  since  become  an  integral  part  of  its  existence. 

"Reaching  out  in  every  direction,  encircling  the  State  and  clasping  it 
with  its  tentacles,  its  sole  aim  seemed  to  be  to  control  the  vital  and 
commercial  industries  of  the  people,  and  to  crush  with  the  weight  of  its 
unlimited  power  and  wealth  unfriendliness  or  opposition  from  whatever 
source.  Whether  it  was  an  independent  freeman  who  dared  to  vote  as  he 
pleased  or  a  competing  steamship  company,  this  monopoly's  sole  effort 
was  to  destroy  or  purchase  such  for  its  own  benefit  and  to  the  injury  of  the 
public. 

"Intrusted  by  the  people  with  the  administration  of  a  great  public 
trust,  it  lost  sight  of  that  fact  in  the  conceit  of  personal  proprietorship. 


64 


THE  VALLEY  ROAD 


''The  great  Civil  War  gave  to  those  interested  in  the  construction  of 
the  first  overland  railroad  an  opportunity  to  charge  against  the  road  the 
cost  of  construction  several  times  over  by  means  of  a  Contract  and  Finance 
Company  that  contracted  with  themselves  to  expand  their  items  of  expense 
to  its  utmost  limit ;  and  the  same  methods  of  business  which  obtained  in 
the  earlier  history  of  the  road  have  not  been  essentially  departed  from  in 
its  later  history. 

''It  was  not  long  before  it  had  a  small  army  of  paid  employees,  many 
of  whom  were  employed  to  shape  legislation  to  its  views — and  the  shaping 
of  legislation  means  a  great  deal  to  the  people  when  it  was  shaped  in  the 
interest  of  a  corporation  which,  by  its  own  choice,  had  made  itself 
antagonistic  to  the  best  interests  of  the  State  or  the  common  interests  of 
the  people. 

"Its  earnings  were  so  great  and  its  accumula- 
tions so  vast  that  it  w.is  enabled  to  buy  off  or 
run  off  all  opposition,  to  purchase  competing 
railroad  and  steamboat  lines,  to  get  control  of 
all  important  water  front  property,  to  cause  the 
rivers  to  be  utterly  neglected  and  their  navigation 
ruined,  and  to  make  or  break  towns  or  villages 
at  will. 

"There  was  no  operation  too  significant  or 
too  vast  for  it  to  enter  into  for  the  carrying  out 
of  its  purpose.  It  took  pains  to  punish  those 
unfriendly  to  it,  to  coerce  those  independent  of 
it,  and  to  reward  those  whose  talents  it  was  able 
to  control  or  compelled  to  recognize. 

"But  few  merchants  in  San  Francisco  had 
either  the  independence  or  means  to  set  it  at 
defiance;    the   rest    were  humbled,  humiliated,  and  terrorized. 

"It  has  steadily  declined  to  pay  its  proportion  of  taxes  due  the  State 
and  counties,  except  under  compulsion. 

"Not  content  with  the  legitimate  share  of  business  the  railroad  was 
entitled  to,  it  conspired  with  other  railroad  corporations  and  bribed 
competing  steamship  lines  to  raise  their  rate  of  freight  to  such  a  figure  as 
to  compel  importers  to  ship  goods  exclusively  over  its  lines  of  railroads. 

"Finding  that  even  these  methods  did  not  give  it  absolute  control  of 
the  commerce  of  this  State,  and  place  the  merchants  entirely  at  its  mercy, 
it  conceived  and  carried  into  efifect  the  idea  of  making  special  contracts 
with  merchants  who  would  agree  to  ship  exclusively  over  its  lines  in 
consideration  of  valuable  concessions  and  rebates.  It  undertook  to  control 
the  traffic  over  the  two  great  oceans  of  the  world,  and  attempted  to  destroy. 


Peter  Dean 
(President  Sierra  Lumber  Co.) 


ISAAC    UPHAM 

EX-PRESIDENT    OF    THE    TRAFFIC    ASSOCIATION 


r 


THE   BEGINNINGS    OF   THE   VALLEY   KOAD  65 

and  did  cripple,  the  mercantile  marine  sailing  between  Eastern  ports  and 
Sa  n  Francisco,  and,  consequently,  the  only  nursery  for  seamen  to  man  our 
ships  in  case  of  war  with  foreign  nations.  So  ironclad  and  arbitrary  was 
the  contract  made  that  it  even  prohibited  such  merchants  as  signed  it  from 
buying  of  other  merchants  that  did  import  their  goods  by  sea. 

"The  merchants  and  importers  of  this  and  interior  towns  have,  as 
individuals  and  committees,  had  numerous  conferences  with  the  authorities 
of  the  railroad  corporation,  and  have  invariably  returned  without  obtaining 
the  slightest  concession,  even  in  the  most  glaring  cases  of  excessive  freight 
rates,  and  at  this  time  we  do  not  recall  a  single  instance  of  the  railroad 
corporation  having  once  revised  its  rates  in  the  interest  of  the  shipper. 

"The  influence  of  this  railroad  corporation  on  the  State  is  not,  nor  has 
it  ever  been,  for  the  good  of  the  State.     By  the  sheer  force  of  its  power  it 

has  terrorized  the  people,  corrupted  the  politics 
of  the  State,  and  exacted  a  toll  on  traffic  to 
the  last  ducat  that  the  traffic  would  bear. 

"We  have  felt   it  necessary  to  recite  these 
facts  with  a  view  of  indicating  from   the  past 
what   may   be   expected   in   the   future    in   the 
absence  of  a  combination  of  interests  and  concert 
j^.^  of  action  by  those  most  affected. 

^^^^^K^     /  ^  "As  stated  in  the  earliest  circular  issued  to 

^^^^^^^Vj  1      the  people  of  the  State  by  this  Association,  the 

^^^^^m^^  I      individual    is   powerless   to  cope   with   such    a 

^^^^^^^^^^^^^^J      powerful  corporation. 

IHHH^HHBIHl  "Whlle  we  believe  the  Traffic  Association  of 

California  has  now  the  power,  it   has  also  the 

Walter  E.  Dean  ,.  .,.  .  .        .^     ,  •  j.-n 

disposition  to  exercise  that  power  impartially, 
consistently,  and  in  the  interest  of  the  people 
of  the  State.  The  most  critical  time  in  the  life  of  this  organization  has 
been  passed.  It  has  gathered  strength  from  day  to  day,  and  feels  now  that 
it  is  in  position  to  cope  with  the  commercial  problems  which  most 
immediately  affect  us,  with  a  moral  certainty  of  success. 

"There  is  a  cordial  and  hearty  co-operation  to  this  end  existing 
throughout  the  State,  and  in  spite  of  the  strenuous  efforts  made  by 
interested  par  ies  to  antagonize  the  interior  with  the  city  of  San  Francisco, 
the  most  emphatic  and  earnest  support  comes  from  the  important  centers 
of  trade  in  the  great  valleys  of  the  State,  and  we  feel  that  the  men 
substantially  interested  in  this  undertaking  are  not  impatient  as  to  results, 
but,  with  the  consciousness  of  the  power  of  the  Association,  know  that  it 
is  but  a  matter  of  time  when  the  great  wrongs  under  which  the  people 


k 


mr 


66  THE   VALLEY    KOAD 

have    suffered    at    the    hands   of   the    railroad 
corporation  will  be  at  an  end. 

t'^fe     %  "Recognizing  the  great  wealth  and  power  of 

this  railroad  corporation,  we  know  that  it  would 
^  -  be  more  than  useless  to  meet  it  unless  we  were 

*  ^  in  position  to  do  so  on  equal  grounds.     We  are 

willing  to  assume  that  we  are  in  a  position  to 
meet  it,  and  it  is  the  intention  of  your  committee 
to  use  all  honorable  and  legal  means  to  the  end 
that  that  corporation,  as  a  common  carrier,  shall 
hereafter  respect  the  rights  of  the  people  and  the 
law  and  will  of  the  State. 
Henry  c.  Dibble  "The  State  of  California  needs  to  have  rapid 

and  cheap  communication  within  itself.  The 
natural  products  of  the  State  should  have  an  easy  local  market;  cost 
of  transportation  between  local  points  should  be  at  a  minimum ;  the 
waterways  of  the  State  should  be  maintained  open  and  free  to  commerce ; 
unnecessary  restrictions  and  tolls  on  trade  should  be  abolished  ;  taxations 
should  be  radically  reduced,  and  by  honest  administration  this  can 
be  accomplished ;  unnecessary  and  expensive  commissions,  especially  the 
Railroad  Commission,  should  be  abolished.  The  law  of  self-pre.-ervation 
demands  that  machine  politics  be  ignored,  and  honest  men  who  recognize 
the  thralldom  under  which  the  State  is  now  held  subject  be  placed  in 
offices  of  trust. 

"In  order  to  bring  back  to  California  a  fair  share  of  prosperity,  it  is 
essential  that  the  industries  be  encouraged,  and  that  the  producer  and 
manufacturer  in  every  part  of  the  State  be  encouraged,  so  as  to  give 
occupation  to  those  seeking  employment. 

"The  importer  can  handle  with  a  few  clerks  what  would  require 
hundreds  of  men  to  manufacture  and  produce.  If  the  business  of  the  State 
was  entirely  handled  by  the  importing  merchant,  the  State  would  be 
remanded  to  a  period  similar  to  that  when  hides  and  tallow  were  exchanged 
for  tea,  coffee  and  sugar. 

"In  order  to  enable  the  farmer,  the  fruit  grower,  and  the  manufacturer, 
to  compete  successfully  with  foreign  and  other  outside  interests,  it  is 
imperative  that  traffic  rates  within  the  State  should  be  as  low  as  in  the 
most  favored  parts  of  the  country. 

"Your  traffic  manager,  Mr.  Leeds,  whose  report  will  be  read  to  you, 
has  endeavored  to  place  the  matter  before  you,  and  we  believe,  has  shown 
by  his  published  statements,  from  time  to  time,  very  clearly  what  the 
actual  conditions  are,  and  for  the  further  presentation  on  the  subject  we 
refer  you  to  his  report  to  the  Executive  Committee. 


THE  BEGINNINGS  OF  THE  VALLEY  EOAD 


67 


"For  the  financial  condition  of  the  Association,  we  refer  you  to  the 
secretary's  and  treasurer's  report. 

''In  conclusion,  we  have  to  congratulate  the  Association  on  its  increasing 
strength  and  evidence  of  permanency." 


:j  ^ 


^5^^ 


"The  influence  of  this  railroad  corporation  on  the  State  is  not,  nor  has  it  ever 
been,  for  the  good  of  the  State.  By  the  sheer  force  of  its  power  it  has  terrorized  the 
people,  corrupted  the  politics  of  the  State  and  exacted  a  toll  on  traffic  to  the  last 
ducat  that  the  traffic  would  bear." 

From  First  Annual  Report  of  the  Traffic  Association— Page  65. 


68 


THE   VALLEY    KOAD 


E.  F.  Dennison 


During  the  year  1892  a  matter  of 
great  interest  to  the  people  of  California 
was  the  public  showing  made  by  the 
Traffic  Association  before  the  Railroad 
Commissioners,  and  the  unsuccessful 
effort  to  have  them  removed  from  office 
by  proceedings  before  the  Legislature. 
Many  arguments  against  excessive  freight 
charges  w^ere  ably  presented  to  the 
Railroad  Commissioners  by  Traffic 
Manager  Leeds,  but  without  effect.  A 
complaint   filed    before    the    Board    by 

R.  O.  Shively,  of  San  Jose,  was  well  written  up  by  the 
newspapers  for  a  short  time,  until  from  certain  circumstances 
surrounding  the  same,  a  general  distrust  arose  that  thi& 
particular  complaint  was  not  backed  by  any  authorized  body 
of  the  people;  nor  did  the  Traffic  Association  endorse  it  in  any 
manner.  The  Railroad  Commissioners  managed  to  earn 
some  of  their  salary  by  occupying  their  time  with  Shively^s- 
complaint,  from  one  meeting  to  another,  until  it  was  dropped. 
It  was  during  this  contest  that  Col.  Richard  P.  Morgan  was 
called  upon  as  an  expert  to  testify  that  rates  in  California  were 
not  only  reasonable,  but,  taking  into  consideration  the  cost  of 
maintaining  and  equipping  lines,  that  they  were  actually  too  low. 

Prior  to  the  session  of  the  Legislature,  the  public  wa& 
sufficiently  roused  on  the  question  to  require  anti-railroad 
pledges  from  all  their  candidates,  most  of  whom  signed  the 
pledges,  and  the  political  parties  recognized  the  standing  of 
the  Association  by  incorporating  anti-railroad  planks  in  their 
platforms.  The  session  of  the  Legislature,  however,  ended  in 
no  substantial  benefit  to  the  shipper.  Owing  to  the  work  of 
the  Association,  a  company  was  organized  to  build  a  road 
from  Salt  Lake  to  San  Francisco. 


THE  BEGINNINGS  OF  THE  VALLEY  EGAD 


69 


Early  in  1892,  Mr.  J.  B.  Stetson  resigned  the  presidency. 
Fred  L.  Castle  succeeded  him,  with  Barry  Baldwin  first  vice- 
president,  and  W.  H.  Wood,  second  vice-president.  Before  the 
end  of  the  year,  President  Castle  died,  his  death  being  a  severe 
loss  to  the  Association,  and  Barry  Baldwin  succeeded  to  the 
presidency,  leaving  the  organization  with  officers  and  Executive 
Committee  as  follows: 

Barry  Baldwin,  president ;  Ipaac  Upham,  treasurer ; 

Robert  Watt,  first  vice-president ;         Thos.  J.  Haynes,  secretary; 

L.  L.  Baker,  second  vice-president ;        J.  S.  Leeds,  traffic  manager. 

EXECUTIVE    COMMITTEE  : 

F.  W.  Van  Sicklen  Chas.  M.  Yates 

B.  F.  Dunham  A.  Schilling 

A.  W.  Porter  John.  T.  Doyle 

A.  S.  Hallidie  L.  L.  Baker 

Robert  Watt  Frank  Dalton 

Isaac  Upham  W.  B.  Wellman 

Eugene  W.  Beck  C.  T.  Settle  of  San  Jose 

Alvinza  Hayward  W.  H.  Wood  of  Sacramento 

A.  J.  Marcus  S.  N.  Griffith  of  Fresno 
Barry  Baldwin 

In  December,  1892,  Livingston  Low  Baker,  second  vice- 
president,  having  died,  Walter  M.  Castle  was  elected  a  member 
of  the  Executive  Committee  in  his  place,  and  F.  W.  Van 
Sicklen  was  elected  second  vice-president. 


Horace  Davis 


70 


THE    VALLEY    ROAD 


During  the  year  1893,  a  committee 
was  appointed  by  the  Traffic  Association 
to  confer  with  the  citizens  of  Stockton, 
Fresno,  Merced,  Berenda,  Madera, 
Modesto,  Tulare,  Bakersfield  and  other 
points  in  the  San  Joaquin  Valley  relative 
to  the  construction  of  a  railroad 
between  Stockton  and  Bakersfield. 

In  June,  1893,  Alvinza  Hayward, 
Barry  Baldwin,  Isaac  Upham,  John  T. 
Doyle,  F.  W.  Van  Sicklen,  Robert  Watt, 
Charles  M.  Yates,  Frank  Dalton  and  J.  S.  Leeds  were  appointed 
a  committee  to  solicit  subscriptions  for  the  proposed  railroad 
through  the  San  Joaquin  Valley,  to  be  known  as  the  San 
Francisco  and  San  Joaquin  Valley  Railroad. 

The  Executive  Committee  appointed  October  25,  1893, 
included  a  large  majority  of  those  who  had  conducted  the 
contest  and  represented  the  Association  from  the  first.  A  few 
new  names  were  introduced.     The  members  elected  were  : 


Max  Davis 
(Davis,  Schonwasser  &  Co.) 


John  F.  Merrill 
F.  W.  Van  Sicklen 
B.  F.  Dunham 
Ansley  G.  Davis 
John  T.  Doyle 
Robert  Watt 
Isaac  Upham 
Jay  Deming 
Alvinza  Hayward 
S.  N.  Griffith,  Fresno 


A.  J.  Marcus 

Barry  Baldwin 

Leon  Sloss 

Charles  M.  Yates 

George  T.  Marye,  Jr. 

W.  P.  Redington 

Thomas  Magee 

C.  T.  Settle,  San  Jose 

W.  H.  Wood,  Sacramento 


Barry  Baldwin  was  re-elected  president;  Robert  Watt,  first 
vice-president ;  F.  W.  Van  Sicklen,  second  vice-president  ; 
Isaac  Upham,  treasurer,  and  Thomas  J.  Haynes,  secretary. 
J.  S.  Leeds  was  re-engaged  as  traffic  manager. 


Jno.  L.  Davie 


THE    BEGINNINGS    OF    THE    VALLEY    KOAD  71 

In  May,  1894,  the  construction  of  a 
railroad  from  Stockton  to  Fresno  or 
Bakersfield,  which  had  been  permitted 
to  slumber  for  a  time,  again  came  under 
consideration.  A  new  name  was  adopted, 
viz.-  The  San  Francisco,  Stockton  and 
Sdii  Joaquin  Railroad  Company.  This 
project  was  prosecuted  throughout  the 
year  1894.  Barry  Baldwin  resigned  the 
presidency  of  the  Association,  and 
Thomas  J.  Haynes  resigned  as  secretary.  (Mayor of  Oakland,  cai.) 
Isaac  Upham  was  elected  president,  B.  F.  Dunham,  treasurer, 
Hosmer  W.  Leeds,  secretary.  Independent  candidates  for 
Railroad  Commissioners  to  whom  the  support  of  the  Associa- 
tion was  pledged,  were  selected.  These  men  were,  H.  M.  LaRue, 
Alfred  J.  Marcus  and  W.  W.  Phillips.  Mr.  Larue  alone  of 
these  candidates  was  elected,  he  having  the  Democratic 
nomination  also. 

The  Executive  Committee  appointed  to  serve  from  October 
24,  1894,  for  one  year,  consisted  of 

Isaac  Upham,  president  Thomas  Magee 

Robert  Watt,  1st  vice-president  Jay  Deming 

F.  W.  Van  Sicklen,  2d  vice-pres't  L.  H.  Bonestell 

B.  F.  Dunham,  treasurer  N.  P.  Cole 

H.  W.  Leeds,  secretary  W.  P.  Fuller 

J.  S.  Leeds,  traffic  manager  Mathias   Meyer 

Alvinza  Hayward  Edward  Brown 

A.  J.  Marcus  E.  A.  Phelps 

Chas.  M.  Yates  •  C.  T.  Settle  of  San  Jose 

Jv'HN  T.  Doyle  '    Fulton  G.  Berry  of  Fresno 

Ansley  G.  Davis 

Mathias  Meyer  resigned,  and  John  Taylor  was  elected  as 
a  member  of  the  Committe 

/^^  Id?  te)r  '^^^ 


72 


THE    VALLEY    ROAD 


On  October  4,  1894,  the  Executive  Committee  held  a 
meeting,  at  which  it  was  decided  to  ask  the  business  men  of 
San  Francisco  to  subscribe  a  sufficient  amount  to  enable  them 
to  incorporate  for  the  purpose  of  building  a  railroad  from 
Stockton  to  Bakersfield.  The  sum  asked  was  only  $350,000. 
The  result  of  this  action  is  best  told  in  the  following  words, 
addressed  by  Isaac  Upham,  president,  to  the  members  of  the 
Association,  October  24,  1894, — three  weeks  later: 

Gentlemen  of  the  Traffic  Association  of  San  Francisco: 

This  is  the  third  annual  meeting  of  our  Association,  and  while  I 
am  not  expected  to  deliver  an  address  on  this  occasion,  1  shall  ask  your 


Henry  L.  Dodge 
I  Dodge,  Sweeney  &.  Co.) 

indulgence  for  a  few  moments,  as  I  wish  to  express  my  ideas  on  our  present 
situation. 

You  all  remember  the  condition  of  our  affairs  when  this  organization 
was  formed  three  years  ago. 

At  that  time  we  were  completely  hemmed  in  on  all  sides.  The. 
Transcontinental  Association  was  ruling  supreme,  and  dictated  the  rates 
of  freight  on  goods  shipped  to  and  received  from  the  East. 

The   railroads  were  pooled  against  us;    also  the    ships  around  Cape 
Horn,  and  the  Pacific  Mail  was  subsidized. 

We  were  paying  $4.20  per  100  pounds  for  first-class   freight  by  rail, 
and  $15  per  ton  around  the  Horn. 


THE    BEGINNINGS    OF   THE    VALLEY   ROAD 


73 


This  condition  of  affairs  continued  until  the  expiration  of  the  contract 
of  the  Pacific  Mail  with  the  Panama  Railroad  Company. 

At  that  time  we  were  informed  hy  the  Panama  Railroad  Company 
that  if  we  would  put  on  a  line  of  steamers  between  San  Francisco  and 
Panama,  and  raise  $200,000  as  a  guarantee  of  our  faith,  they  would 
•co-operate  with  us  and  extend  the  line,  putting  on  steamers  running 
between  Aspinwall  and  New  York. 

The  money  was  easily  raised  ;  the  contract  was  made,  and  the  new 
line  was  started.  The  railroads  declared  war  against  us,  and  rates  were 
reduced  from  $4.20  to  $1.00  per  100  pounds  from  New  York.  Rates  from 
here  to  New  York  were  reduced  j»roportionately,  and  the  producers  of  the 
State  received  the  benefit. 

Our  $200,000  Avas  expended,  and  we  raised  another  $100,000,  but 
even  this  was  not  sufficient  to  carry  on  the  fight,  and  I  regret  to  saj^,  this 


Gen.  W.  11.  DiMOND 


enterprise  did  not  receive  the  support  it  was  entitled  to.  Since  our 
contract  expired,  the  Panama  Railroad  Company  has  continued  the  line. 
How  long  they  may  do  so  at  the  present  reduced  rates  will,  no  doubt, 
depend  upon  the  patronage  they  receive.  Now  by  the  expenditure  of 
$300,000  we  have  saved  the  city  and  State  at  least  $10,000,000. 

If  any  of  you  gentlemen  could  make  $10,000,000  by  an  investment  of 
■$300,000  you  would  be  glad  to  do  it.  Well,  that  is  just  what  has  been 
-done  by  this  Traffic  Association. 

Now  we  have  started  upon  another  enterprise.  We  are  trying  to 
raise  suflficient  funds  to  build  a  railroad  from  Stockton  to  Bakersfield,  a 
distance  of  230  miles. 


74 


THE    VALLEY    ROAD 


On  the  4th  of  this  month  the  Executive  Committee  held  a  meeting. 
The  necessary  papers  having  been  prepared  by  competent  attorneys, 
committees  were  formed  to  solicit  subscriptions,  and  we  ought  to  have  had 
a  sufficient  amount,  which  is  only  $350,000,  to  incorporate  before  this 
time. 

The  newspapers  have  given  publicity  to  the  matter ;  they  have  been 
our  friends;  they  have  advocated  our  cause,  and  given  sufficient  reasons 
why  every  person  who  is  interested  in  the  welfare  of  this  city  or  the  San 
Joaquin  Valley  should  come  forward  and  assist  us  in  this  most  important 
undertaking. 

It  is  thought  best  not  to  make  known  the  amount  already  subscribed, 
but  I  can  say  that  we  have  not  met  with  that  measure  of  success  which  is 
due  us. 

Some  of  our  friends  feel  quite  discouraged,  but  I,  for  one,  do  not  feel 
like  giving  up  the  fight  yet.  We  should  continue 
work  for  at  least  thirty  days  longer.  We  should 
submit  this  matter  to  real  estate  owners, 
mei  chants,  and  everyone  who  is  interested  in 
the  prosperity  of  this  city,  and  if  they  say,  "No, 
we  will  not  subscribe,"  the  failure  is  not  our 
fault,  and  the  blame  must  rest  on  those  who 
refuse. 

We  are  completely  at  the  mercy  of  one 
corporation,  and  I  cannot  believe  the  people  of 
this  city  will  allow  this  golden  opportunity  to 
pass  by  without  taking  advantage  of  it. 

The  people  of  the  San  Joaquin  Valley  are 

watching  our   movements   very   closely.      They 

cannot  understand  why  it  takes  so  long  to  raise 

the  small  amount  of  $350,000,  when  this  amount 

should  have  been  raised  in  three  days.     People  should  stand  in  line  waiting 

to  subscribe. 

As  soon  as  this  amount  is  raised,  we  can  then,  in  good  grace,  go  to  the 
people  of  the  Valley  and  ask  for  assistance,  and  we  will  get  it  too,  in 
money,  rights  of  way,  and  grading. 

We  have  assurance  from  Stockton  that  she  will  do  her  share;  also 
from  Fresno,  and  all  along  the  line.  Chicago  is  coming  into  the  Valley 
now  for  trade,  and  even  Los  Angeles  is  getting  a  foothold  there. 

We  are  fast  losing  ground,  and  unless  something  is  done  quickly,  the 
trade  of  that  Valley  will  be  lost  to  San  Francisco.  Goods  from  here  have 
even  been  shipped  there  via  Los  Angeles. 

There  are  more  good  reasons  than  I  can  stop  to  enumerate  why  this- 


J.  T.    DOWLING 

(La  Grande  Laundry) 


THE   BEGINNIT^GS   OF   THE   VALLEY   ROAD  75 

road  should  be  built.  We  are  now  making 
history  for  San  Francisco;  and  shall  we  allow 
it  to  go  abroad  that  there  is  not  public  spirit 
enough  in  San  Francisco  to  raise  $350,000  to 
relieve  her  from  bondage? 

The  work,  so  far,  has  devolved  upon  a  few 
members  of  our  Executive  Committee;  the  large 
real  estate  owners — those  who  are  intere>ted 
most — so  far,  have  done  but  little.  They  should 
not  wait  for  this  committee  to  call  upon  them; 
they  should  hold  meetings,  organize,  work 
promptly;  for  if  they  do  not,  it  will  soon  be 
too  late;  and  I  want  to  say  to  you  now,  if  this  p.  f.  dundon 

road  is  not  built,  you  have  no  further  use  for        (San  ^  rancisco  iron  works) 
the  Traffic  Association,  and  what  will  be  the  result? 

You  already  read  of  the  Pacific  Mail's  trying  to  compromise  with  the 
Panama  Railroad  Company,  and  if  this  is  accomplished,  San  Francisco 
will  be  bottled  up  as  effectually  as  she  was  before  this  Association  was 
started.  The  only  ones  to  be  benefited  will  be  those  who  deal  in  posters, 
''  To  Let." 

Our  case  is  submitted;  the  public  must  render  judgment. 


Executive  Committee  of  the  Traffic  Association  appointed 
to  serve  from  October  23rd,  1895,  for  one  year: 

B.  F.  Dunham,  president    '  W.  R.  Wheeler 

Chas.  M.  Yates,  1st  vice-president  I.  F.  Littlefield 

Henry  Michaels,  2d  vice-president  L.  H.  Bonestell 

Wakefield  Baker,  treasurer  Foster  P.  Cole 

J.  A.  FoLGER  H.  J.  Knowles 

H.  A.  Williams  W.  F.  Bowers 

S.  Dinkelspiel  E.  a.  Phelps  . 

John  T.  Doyle  A.  J.  Marcus 

J.  Curtis  ,  C.  H.  Schmidt 

E.  H.  Kittredge    - 

Wm.  Bostwick  Curtis,  traffic  manager 

Note.— On  April  1,  1895,  J.  S.  Leeds  resigned  from  the  Traffic  Association  and 
Wm.  Bostwick  Curtis  was  selected  to  fill  the  position  of  Traffic  Manager,  and  assumed 
the  duties  of  that  office  on  September  1st,  1895. 


76  THE    VALLEY    ROAD 

Merchants  and  capitalists,  however,  were  reluctant.  The 
fear  of  the  Southern  Pacific  was  still  a  potent  influence.  Instead 
of  the  required  $350,000,  after  a  thorough  canvass  of  three  or 
four  months,  not  quite  half  that  sum  had  been  subscribed. 

Such  was  the  condition  of  affairs  on  the  17th  of  January, 
1895,  a  day  which  will  ever  remain  memorable  in  the  annals 
of  the  State.  On  that  day  the  Traffic  Association  decided  that 
the  time  had  come  to  adopt  heroic  measurt^s  by  calling  a  meeting 
of  real  estate  owners  and  merchants,  and  there  and  then 
settle  whether  the  Valley  Railroad   should    be  built  once  for 

all,  then  or  never. 

On    the    afternoon    of    the    22d    of 

January,   an   imposing   number    of   our 

,  most  prominent  merchants,  capitalists, 

real    estate    owners    and    business   men 

"^         ^^I^^M     met    in   the  rooms  of   the  Chamber    of 

^^^S^^I^KKm     Commerce.     The  Traffic  Association  was 

^^K^^^I^^^B     represented  by  its  directors,  headed    by 

-^^^ki^^^^^^^B     President     Isaac     Upham    and    Traffic 

■BHHBBBHHH     Manager   Leeds.      Millions    of    capital, 

THOMAS  DKNioAK  '^crcs    of    clty   lots,    years    of    business 

(Thomas  Denigan,  son  &  CO)      experiencc  wcrc   prcscut  in  the  persons 

of  Claus  Spreckels,  O.  D.  Baldwin,  N.  P.  Cole,  A.  P.  Williams, 
Charles  M.  Yates,  George  K.  Fitch,  M.  A.  de  Laveaga, 
F.  W.  Van  Sicklen,  Frederick  Tillman,  Thomas  Magee, 
Lovell  White,  John  Taylor,  Henry  Payot,  Daniel  Meyer, 
Robert  Watt,  James  Madison,  T.  V.  O'Connor,  Frank  J. 
Sullivan,  Charles  Holbrook,  Jacob  Neustadter,  E.  B.  Pond,  B. 
P.  Flint,  William  M.  Bunker,  A.  J.  Marcus,  E.  F.  Preston,  E. 
A.  Phelps,  J.  C.  Merrill,  B.  F.  Dunham,  C.  A.  Hooper,  James 
De  Fremery,  S.  N.  Griffith  of  Fresno,  Charles  S.  Capp,  Joseph 
Woods,  W.  P.  Belshaw,  John  T.  Doyle,  and  others  of  equal  note. 


i" 


THE    BEGINNINGS    OF    THE    VALLEY    ROAD 


77 


The  meeting  was  called  to  order  by  President  Upham, 
who  stated  that  the  object  in  view  was  the  raising  of  the  funds 
necessary  to  build  a  competing  road  through  the  San  Joaquin 
Valley.  The  construction  of  the  road  from  Stockton  to 
Bakersfield  would  entail  an  expenditure  of  three  and  a  half 
million  dollars;  only  $350,000,  however,  would  be  necessary 
to  enable  them  to  begin  operations.  It  had  been  thought  that 
this  amount  could  have  been  raised  within  three  weeks.  Three 
months  work,  however,  had  not  sufficed  to  secure  the  necessary 
amount. 

E.  B.  Pond  then  took  the  floor. 
The  exorbitant  rates,  he  said,  charged 
by  the  Southern  Pacific  w^ere  rapidly 
driving  the  farmers  into  bankruptcy 
and  the  San  Francisco  merchants  out 
of  business.  He  saw  the  time,  in  the 
near  future,  when  the  farmers  could 
not  afford  to  ship  their  produce  to 
market,  and  the  great  valley,  with  its 
wealth  of  vineyards  and  orchards  and 
exuberant  soil,  would  return  to  its  old 
condition  of  barrenness.  He  did  not 
see  how  the  road  could  fail  to  pay  as  an  individual  enterprise; 
but  even  should  this  prove  not  to  be  the  case,  its  value  to  the 
business  of  the  city  would  be  so  great  as  to  repay  far  more 
than  the  cost  of  both  its  construction  and  maintenance. 

Mr.  Pond  was  succeeded  on  the  rostrum  by  Thomas 
Magee,  who  referred  in  feeling  terms  to  those  old  time  days 
when  real  estate  owners  in  this  city  could  lie  back  upon  their 
oars  and  watch  values  grow  visibly  before  their  eyes.  Those 
days  were  past,  and  he  asked  real  estate  owners  what  they  had 
done  to  make  their  holdings  more  valuable,  and  what  they 


Frank  G.  Edwards 

(President  Board  of  Fire 

Commissioners) 


78 


THE   VALLEY    ROAD 


were  going  to  do  to  maintain  values.  Their  want  of  action  in 
not  responding  to  the  call  for  subscriptions  to  the  road  looked 
as  if  they  intended  to  do  nothing.  In  consequence  of  this 
lack  of  enterprise,  it  was  harder  for  them  now  to  make  $2.50 
than  it  used  to  be  to  turn  over  a  twenty  dollar  piece.  The 
city  could  live  only  on  its  business,  and  that  must  come  from 
the  country.  San  Francisco  was  paying  interest  on  a  large 
stretch  of   Southern  Pacific  rails  that   extended  bevond   this 


Joseph  S.  E>.eby 


State.     The  building  of  this  road  would   naturally  lessen  that 
burden. 

Mr.  Magee  was  followed  by  Traffic  Manager  Leeds,  who 
said    it    was   a    well    recognized    fact    that    no    city    could 
become  prosperous  without  the  co-operation  of  transportation 
companies.     The  friendly  operation  of  railroads  would  over- 
I  come  even  natural  disadvantages. 


w 


THE   BEGINNINGS    OF   THE   VALLEY   ROAD 


79 


San  Francisco  had  already  suffered  loss  of  territory 
through  the  existing  transportation  conditions.  The  rates 
made  by  the  railroad  from  this  city  to  the  interior  had 
been  so  arranged  as  to  make  the  use  of  the  ocean  carriers 
impracticable.  These  rates  were  such  that  it  cost  as  much  to 
land  goods  from  this  city  to  the  farther  end  of  the  San  Joaquin 
Valley  as  it  cost  to  ship  them  there  from  New  York. 

Mr.    Belshaw   suggested    that    all    the    property    holders 


Jno  F.  English 


at  the  meeting  subscribe  at  least  three  per  cent,  of  the  value 
of  their  property. 

Daniel  Meyer  was  then  called  on  for  an  expression  of  his 
views.  He  said  that  all  the  gentlemen  who  had  spoken  urged 
the  necessity  of  a  road,  and  he  agreed  with  them.  Money  was 
necessary  to  build  it,  and  he  was  willing  to  contribute  one  per 
cent,  of  all  his  real  estate  and  make  a  subscription  in  addition. 


tJNIVBRSITr) 


80  THE    VALLEY    ROAD 

Mr.  Griffith  of  Fresno  compared  the 
Southern  Pacific  to  a  sponge  that  was 
absorbing  all  the  proceeds  of  the  State. 
The  farmers  of  California  could  not 
compete  with  any  other  country  in 
anything  but  fruit — and  the  Octopus  was 
rapidly  making  fruit  profits  a  thing  of 
the  past.  He  had  refused  to  consider 
co-operation  with  Los  Angeles  because 
he  believed  that  San  Francisco  was  the  mkndel  esbbrg 

(Esberg,  Baehman  «fc  Co.) 

metropolis   of    the   west,   and    that   the 
competing  railroad  would  have  to  be  built  by  it. 

A.  P.  Williams  commented  on  the  fact  that  the  wholesale 
business  of  the  city  had  been  for  years  upon  the  decline,  and 
numbers  of  merchants  were  going  out  of  business,  while  the 
empty  tenements  and  reduced  rents  told  a  tale  in  themselves. 
The  mercantile  community  was  anxious  for  the  railroad,  but 
its  interests  were  not  nearly  so  much  involved  in  the  issue  as 
those  of  the  real  estate  owners.  The  mercantile  community  had 
borne  the  brunt  of  the  fight  for  years,  while  the  real  estate  men 
had  kept  out  of  the  way. 

E.  F.  Preston  said  that  he  had  seen  the  present  condition 
of  things  approaching,  and  three  years  ago,  had  he  followed 
his  judgment,  he  would  have  sold  all  the  real  estate  he  owned 
here.  He  had  been  a  vigorous  champion  of  the  Salt  Lake 
road  and  he  was  now  a  champion  of  the  San  Joaquin  road. 
He  referred  to  the  progress  made  by  Middle  Western  cities, 
and  compared  them  with  San  Francisco.  He  regretted  that 
he  had  not  left  here  and  gone  to  some  of  those  places  where 
the  citizens  had  enterprise  enough  to  help  themselves.  The 
present  movement  was  not  due  to  hostility  to  any  corporation 
— it  was  simply  a  measure  of  self-preservation.     He  did  not 


B.    F.    DUNHAM 

PRESIDENT  OF  THE  TRAFFIC  ASSOCIATION   OF  CALIFORNIA 


A 


THE    BEGINNINGS    OF    THE    VALLEY    ROAD  81 

believe  the  world  could   show  two   such 
valleys  as  the  San  Joaquin  and  Sacra- 
mento,   contiguous  to    such    a    city  as 
San    Francisco.      What    was    necessary 
now  was  to  raise  the  money,  and  he  was 
with   Mr.   Magee  and  Mr.  Me3^er  in  the 
^^ji'H^^^*      proposition   to  contribute  a  certain  per- 
centage upon  his  real  estate  valuations. 
John  T.  Doyle  expressed  the  opinion 
M.  M.  EsTEE  that  the   proposition    of    Daniel  Meyer 

to  assess  property  owners  a  percentage  for  each  year  was  the 
best  that  had  been  made.  He  believed  in  San  Francisco  owning 
and  operating  the  railroad  in  order  to  keep  rates  low. 

Robert  Watt  stated  an  array  of  facts  which  showed  the 
entire  practicability  of  the  road. 

It  was  reserved,  however,  for  Claus  Spreckels  to  put  real 
impetus  into  the  meeting.  With  his  usual  breadth  of  view  and 
public  spirit,  the  great  sugar  king  instilled  fresh  inspiration 
into  the  convention  by  insisting  that  the  original  figure  of 
$350,000  was  not  nearly  sufficient  for  their  purpose. 

"Make  it  three  millions,"  said  the  great  capitalist,  ''and 
I  will  put  my  name  down  for  fifty  thousand  dollars." 

His  words  had  a  magical  effect  on  the  audience,  as  may  be 
judged  from  the  subscriptions  which  followed  : 

Thomas  Brown(for  the  Bank  of  California  Land  Co.)  $5,000 
George  K.  Fitch  -         -  -         -  5,000 

W.  P.  Belshaw 3,000 

O.  D.  Baldwin 2,000 

Robert  Watt      .--'...-        2,000 

Isaac  Upham 2,000 

James  Madison 2,000 

John  F.  English 1,000 

J.  N.  Marcy 1,000 

Dr.  C.  A.  Clinton 1,000 

Thomas  U.  Sweeney 1,000 

6 


82  THE    VALLEY    ROAD 

S.  N.  Griffith  of  Fresno  also  demonstrated  the  assistance 
which  the  country  would  contribute  to  the  good  work  by 
agreeing  to  turn  over  to  it  the  roadbed  through  his  property, 
all  graded,  free  of  cost. 

The  proceedings  of  this  memorable  meeting  ended  with  the 
passing  of  a  resolution,  on  motion  of  Mr.  Spreckels,  to  appoint 
a  committee  of  twelve  to  solicit  subscriptions.  The  meeting 
then  adjourned  till  the  24th. 

The  committee  of  twelve  selected  to  represent  the  interests 
of  the  new  road  was  composed  of  the  best  known  and  most 
substantial  business  men  in  the  city. 
With  such  prominent  names  as  Glaus 
Spreckels,  James  D.  Phelan,  O.  D. 
Baldwin,  Daniel  Meyer,  W.  F.  Whittier, 
Albert  Miller,  John  T.  Doyle,  E.  F. 
Preston,  Charles  Holbrook,  Thomas 
Magee,  James  L.  Flood,  and  Alexander 
Boyd,  success  was  assured.  These 
gentlemen,  with  the  exception  of  the 
two  last,  who  were  unable  to  attend, 
met  at  the  office  of  Glaus  Spreckels  on  e.  e.  eyre 

T  ^i,i  ri^i  .  1  -1      «  ( President  Germania  Lead  Works) 

January  24th.     ihe   session    lasted   for 

an  hour  and  a  half,  the  first  subject  discussed  being  the 
most  feasible  way  of  raising  money;  whether  by  levying  an 
assessment  on  the  valuation  of  the  property  of  those  willing  to 
aid  in  the  project  or  by  calling  on  all  public  spirited  citizens 
to  contribute  what  they  could  afford.  The  majority  of  the 
committee  favored  the  latter  course.  The  next  question  that 
arose  was  as  to  the  amount  necessary  to  be  subscribed  before 
work  could  be  commenced  on  a  scale  that  would  preclude 
either  delay  or  loss. 

Mr.  Spreckels,  as  chairman  of  the  committee,  favored  the 


THE    BEGINNINGS    OF   THE    VALLEY    ROAD 


83 


policy  of  endeavoring  to  secure  such  an  amount,  by  subscription 
or  otherwise,  as  would  suffice  to  build  the  road  complete  from 
terminus  to  terminus  before  striking  a  pick  or  handling  a  shoveL 
It  was  desirable,  above  all  things,  to'have  an  unencumbered  road. 
During  the  next  few  days,  the  committee  went  quietly  but 
energetically  to  work,  and,  though  the  proceedings  were 
conducted  without  much  publicity,  it  was  known  that  the 
program  agreed  upon  included  the  raising  of  two  million 
dollars  in  cash  upon  a  capitalized  incorporation  of  six  millions. 
It  will  thus  be  seen  the  scope  of  action  had  far  outgrown  the 

original  $350,000  idea.  The  spirit  of 
Glaus  Spreckels,  who  struck  the  key 
note  when  he  said,  at  the  first  meeting, 
that  if  a  three  million  figure  was  agreed 
upon  he  would  subscribe  $50,000,  had 
infused  itself  into  his  colleagues,  and 
from  three  millions,  the  sum  aimed  at, 
had  speedily  risen  to  six.  Glaus 
Spreckels  was  elected  chairman,  and  E. 
F.  Preston,  secretar}^  of  the  committee. 

"  We  will  have  the  money  to  build 
the  railroad — the  necessary  $2,000,000," 
said  Daniel  Meyer,  ''  before  the  public  knows  much  about 
what  we  are  doing." 

The  large  real  estate  owners  had  taken  up  the  matter  with 
such  vigor  that  it  was  clear  that  the  road  would  be  built  upon 
a  much  broader  basis  than  that  originally  contemplated  by  the 
Traffic  Association.  The  news  that  the  committee  of  twelve 
had  so  greatly  broadened  its  plans  quickly  spread  among  the 
real  estate  men.  To  them  it  meant  even  more  than  to  any 
other  class  of  business  men  in  San  Francisco.  The  older 
agents  recalled  the  tremendous  impetus   given  to  real  estate 


Wendell  Easton 
(Easton,  E  dridge  &  Co.) 


84 


THE    VALLEY    ROAD 


values  by  the  construction  of  the  Central  Pacific  Railroad  in 
the  sixties,  and  recognizing  the  fact  that  the  committee  of 
twelve  was  composed  of  men  whose  property  interests,  and 
wealth  generally,  are  located  in  San  Francisco,  began  to  develop 
an  unwonted  enthusiasm,  and  announced  their  willingness  to- 
help  with  coin.  Wendell  Easton  and  A.  S.  Baldwin  both 
admitted  the  great  need  and  the  great  value  of  the  Valley 
Road,  and  expressed  the  opinion  that  the  assurance  of  its 
construction  would  rapidly  bring  back  all  realty  to  its  value  of 
four  or  five  years  before,  and  put  an  added  value  of  10  to  20 
per  cent  upon  it.     The  Iroquois  Club  showed  its  sympathy  with 


D   L    Farnsw  rth 
(President  Karnsvxo'th  &  Collins) 

the  project  by  passing  a  resolution,  on  the  evening  of  January 
25th,  appropriating  $500  to  the  railroad  fund,  and  its  members 
were  confident  that,  by  personal  effort  and  individual  subscrip- 
tion, they  could  increase  the  amount  to  $50,000 — Isidor  Jacobs 
even  going  so  far  as  to  say  $500,000 — $200,000  coming  from 
individual  members. 

It  was  not,  however,  till  the  afternoon  of  January  the  29thy 
that  the  result  of  the  widespread  enthusiasm  began  to  be 
practically  apparent.  On  that  day,  in  Mr.  SpreckeFs  office, 
more  than  one  half  the  sum  required  to  ensure  the  incorporation 
and  construction  of  the  San  Francisco  and  San  Joaquin  Valley 


THE    BEGINNINGS    OF    THE    VALLEY    EGAD 


85 


Hallway  was  subscribed  in  thirty  minutes.  As  usual  the 
meeting  was  executive,  but  the  announcement  was  made  that 
the  subscription  list  had  been  opened;  and  the  following 
address  was  issued: 

A  meeting  of  citizens  interested  in  properties  and  other  values  in  San 
Francisco  was  called  by  the  Traffic  Association  of  California  to  meet  at  the 
.•Chamber  of  Commerce  on  the  22d  day  of  January,  1895,  to  consider  what 
ways  and  means  might  be  devised  for  the  construction  of  a  railroad  between 
the  Bay  of  San  Francisco  and  the  southern  extremity  of  the  San  Joaquin 
Valley,  to  the  end  that  the  people  of  the  State  of  California  might  receive 
the  benefit  of  a  competing  railway  line  through  this  large  and  fertile 
country. 

At  this  meeting  a  committee  was  appointed   to  take  charge  of  the 


S.    FOORMAN 

(President  Mokelumne  and  tampo  Seco  Canal  and  Mining  Co.) 

matter,  and  such  committee  met  and  organized  on  the  24th  day  of  January 
by  the  election  of  Claus  Spreckels  as  Chairman. 

Conferences  have  been  held  from  day  to  day  since  that  time,  and 
gentlemen  were  from  time  to  time  invited  to  co-operate  and  were  added  to 
the  committee. 

Having  matured  a  plan,  the  committee  now  presents  the  same  to  the 
people  of  the  State  of  California  for  their  consideration.  You  are  asked  to 
subscribe  to  this  enterprise  the  sum  of  $2,000,000  before  the  incorporation 
■of  the  company,  which  it  is  proposed  to  capitalize  at  $6,000,000,  the 
estimated  cost  of  the  proposed  construction.  With  this  sum  in  hand  the 
■construction  of  the  road  is  assured,  and  you  are  called  upon  as  citizens  and 
as  Californians  to  respond  to  the  call  and  aid  in  completing  this  subscription 
at  the  earliest  practicable  moment.;  The  co-operation  of  every  man  is 
desired  and  is  necessary. 


86  THE   VALLEY    ROAD 

The  committee  who  present  this  proposi- 
tion to  you  are  neither  promoters,  contractors, 
builders,  nor  owners  of  railroads.  The  entire 
scheme  and  project  is  as  novel  to  them  as  to 
you,  and  the  moving  impulses  with  them,  as  it 
must  be  with  you,  has  been  the  good,  the 
advancement,  the  future,  and  the  prosperity  of 
the  State  of  California.  The  proposition  is  to 
make  it  the  People's  road,  owned  by  the  People 
and  operated  in  the  interests  of  the  People, 
and  it  is  to  you  as  a  part  of  the  People  that 
we  turn  for  assistance. 

Glaus  Spreckels,  Chairman.  «  u  w 

E.  F.  Preston,  Secretary.  (Flint  &  McLennan) 

Alexander  Boyd,  capitalist,  Thurlow  Block. 

James  L.  Flood,  capitalist,  Nevada  Block. 

Daniel  Meyer,  banker,  214  Pine  Street. 

W.  F.  Whittier,  capitalist,  214  Pine  Street. 

Charles  Holbrook,  Holbrook,  Merrill  &  Stetson,  Market  and 
Beal  Streets. 

John  T.  Doyle,  capitalist,  916  Market  Street,  Room  3. 

J.  P.  Martin,  agent.  Sharon  Estate,  305  Sansome  Streets. 

Levi  Strauss,  Levi  Strauss  &  Co.,  10-16  Battery  Street. 

Adam  Grant,  Murphy,  Grant  <fe  Co.,  Bush  and  Sansome  Streets- 

Isaac  Upham,  Payot,  Upham  &  Co.,  Pine  and  Battery  Streets. 

James  D.  Phelan,  capitalist,  806  Market  Street. 

0.    D.    Baldwin,   Vice-President   American   Bank   and   Trust 
Company,  Mills  Building. 

Albert  Miller,  President  San  Francisco  Savings  Union,  5c2. 
California  Street. 

Thomas  Magee,  real  estate,  4  Montgomery  Street. 

John  D.  Spreckels,  327  Market  Street. 

Lewis  Gerstle,  Louis  Sloss  &  Co.,  310  Sansome  Street. 

Antoine  Borel,  banker,  A.  Borel  &  Co.,  311  Montgomery  Street. 

C.  De  Guigne,  Parrott  Estate,  414  Montgomery  Street. 

J.  B.  Stetson,  Holbrook,  Merrill  &  Stetson,  Market  and  Beal 
Streets. 

A.  B.  McCreery,  capitalist,  211  Sansome  Street,  Room  3. 

It  will  be  seen  from  a  persual  of  the  foregoing  names,, 
that  the  strength  of  the  Committee  had  now  been  increased 
from  twelve  to  twenty-two. 

But  the  most  impressive  and  imposing  spectacle  of    all 


THE    BEGINNINGS    OF    THE    VALLEY    ROAD 


87 


was  the  signing  of  the  subscription  list  at  this  most  memorable 
meeting. 

First,  the  patriarchal  figure  of  Glaus  Spreckels  took  pen  in 
hand  and  put  his  name  down  for  the  princely  sum  of  $500,000. 
Next,  his  son,  John  D.  Spreckels,  entered  his  name  for 
$100,000,  and  for  yet  another  $100,000  for  his  brother,  Adolph 
B.  Spreckels.  Alvinza  Hayward  and  W.  F.  Whittier  followed 
for  $50,000  apiece.  The  following  is  a  fac-simile  of  the  first 
page: 


Amocnt  Scbscribi:>. 


/S   /<Fooo 


/0  c     'f0.oe>Cf» 
/ ^y  £/    /ii^^  ^^a 


FACSIMILE  or  LIST  ^a  »«?OR   THE    SaN    FRANCISCO    AND   SAN  JOAQUIN  VALLKY  KAILROAD.  WITH  THm 

SIGNATURES  ATTACHED    ANU  AMOUNTS  SCT    FORTH. 

\yTom  a  phuloqnijih  laiun  by  an  "  Czamuwr  "  ortMt.  1 


^' 


88  THE    VALLEY    EOAC 


m 


Matters   now    began    to    assume   a 

ver}^  substantial  shape.     The  plan  agreed 

upon   provided   for   the  construction   of 

^^^  V^^&  a  continuous  line  of  railroad  from  San 

Francisco,  or  some  point  on  the  Bay  of 

San  Francisco  or  the  water  discharging 

^^^^^^^^^     into   it,   by   an   easterly  route   to    some 

i^j^^^^^E^H^H     point  in  Kern  county;  the  capital  stock 

^g^jjljlf^^  to  consist   of    $6,000,000,    divided    into 

COL.  WILL  E.  FisHEK  60,000  sharcs  of  the  par  value  of  $100 

(Will  E.  Fisher  &  Go.)  i  ^  ...  xU  J'j.*  j 

each;  subscriptions  to  be  conditioned  on 
the  obtaining  of  $2,000,000  within  six  months;  a  pool  or  trust 
to  be  formed,  the  composition  and  terms  of  which  were  to  be 
fixed  by  the  vote  of  three  fourths  of  the  stock  subscribed;  no 
call  to  be  made  until  the  $2,000,000  had  been  subscribed. 

The  first  day's  subscription  to  the  road  aggregated  the 
highly  encouraging  sum  of  $1,025,000.  The  next  day's 
work  (January  30th)  raised  the  amount  to  $1,211,000,  as 
follows: 

SUBSCRIBERS.  SHARES.  VALUE. 

I.  W.  Hellman      .-----  50  $  5,000 

T.  I.  Bergin 50  5,000 

Hobart  Estate  Company        -         -         -         -  500  50,000 

John  T.Doyle           .         -         -         .         .  100  10,000 

Abby  M.  Parrott 500  50,000 

W.  H.  Martin 100  10,000 

San  Francisco  and  Fresno  Land  Company    -  250  25,000 

E.  A.  Bruguire 150  15,000 

L.  P.  Drexler 50  5,000 

Langley  and  Michaels  Co.         -         -         -  50  5,000 

James  C.  Judson 50  5,000 

Henry  Oppenheimer         _         -         .         -  10  1,000 

1,860      $186,000 


In  this  connection  it  is  interesting  to  note  the  views  of 


THE  BEGINNINGS  OF  THE  VALLEY  ROAD 


89 


Olaus  Spreckels,  as  given  to  the  Examiner  in   a  letter  dated 
January  :mh,  1895: 

The  San  Francisco  and  San  Joaquin  Valley  Railroad  will  be  largely 
built  and  owned  by  people  of  modest  circumstances.  The  large 
subscriptions  come  in  first,  and  the  more  we  get  of  them  at  once  the 
better,  for  it  will  hasten  matters ;  but  for  all  that  it  will  be  the  $20,000, 
-$10,000,  and  $5,000  stockholders  who  will  control  the  property  and  its 
policy. 


A.  B.  Forbes 
(General  Agent  The  Mutual  Life  Insurance  Co.  of  New  York) 

The   afternoon   of    January   31st    showed    the    following 

additional  subscriptions  . 

San  Francisco  Savings  Union     -------  $50,000 

James  D.  Phelan            -         .         - 25,000 

Main  &  Winchester              .         -        - 10,000 

J.  C.  Jordan *      -        -  5,000 

Dunham,  Carrigan  &  Hayden  Co. 10,000 

H.  W.  Newbauer 1,000 

J.  Brandenstein 1,000 

Robert  R.  Hind              5,000 

J.  Touningsen             1,000 


90 


THE    VALLEY    ROAD 


E.  &  S.  Heller 
Neustadter  Bros. 
J.  Meyerstein 
Colonel  E.  Eyre 
D.  N.  &  E.  Walter 
Hannah  A.  Sachs 
Esberg,  Bachman  &  Co. 
M.  A.  de  Lavega 
J.  V.  de  Lavega 
Redington  &  Co. 
Mrs.  G.  W.  Bowers 
Shainwald,  Buckbee  &  Co. 
Bovee,  Toy  &  Co. 


5,000 
5,000 
5,000 
5,000 
5,000 
5,000 
5,000 
5,000 
5,000 
2,500 
5,000 
2,000 
2,000 


Col.  J.  D.  ^BY 
(President  (  alifornia  Safe  Deposit  and  Trust  Company; 

G.  H.  Umbsen             2,000 

Aronson  &  Menisini 1,000 

J.  L.  Franklin 1,000 

E.  F.  Dennison       -         -         - 1,000 

O'Farrell  &  Co. 1,000 

Louis  Schoenberg 1,000 

Estateof  S.  H.  Lachman 5,000 

W.S.Jones             -      - 1,000 

James  L.  Flood 25,000 

Lowenberg  &  Co.             -         - 5,000 

J.  C.  Johnson 5,000 

Lilienthal  &  Co.     -                  2,500 

Joseph  A.  Donohoe     -         -         -         - 25,000 


THE  BEGINNINGS  OF  THE  VALLEY  ROAD  91 

Charles  F.  MacDermott $10,000 

S.   Solomon         ----------  5,000 

S.  H.  Seymour -         -         .  3,000 

R.  H.  Follis         - 1,000 

Charles  Mayne       -        -         -                  -         .         .         -  10,000 

Liebes&Co. 2,500 

Mrs.  D.  D.  Colton           .         -         - 5,000 

John  F.  English 1,000 

Dr.  C.  A.  Clinton -         -        -  1,000 

A.  B.  Forbes       -        -        -        - 1,000 

R.  W.  Gorrill 3,000 

Emma  L.  Durbrow 1,000 

Thomas  Watson     -         -         -         - 1,000 


M.  E.  Frank 

J.  McMullin 1,000 

Mrs.  G.  W.  Bowers 5,000 

Castle  Brothers 2,500 

A.  Schilling  &  Co.  - 2,500 

J.  A.  Folger 2,500 

Dodge,  Sweeney  &  Co. -  5,000 

Brown,  Craig  &  Co.  .         -         .' 1,000 

Johnson-Locke  Mercantile  Co.         -         -         -        -   -     -         -  1,000 

G.  M.  Stolp 1,000 

Madison  &  Burke ,         -  3,000 

Easton,  Eldridge  &  Co. 2,000 

J.  D.  Fry 5,000 

T.  V.  O'Brien  .        -        .        .    _  .^u.,,^^^^-        -        -        -  1,000 

^^  Of  TH>r     *^s^ 

^TJFIVBESITT] 


m 


THE    VALLEY    ROAD 


These  sums  brought  the  total  up  to  $1,547,000.  The  sum 
necessary  for  incorporation  was  now  surely  in  sight. 

Saturday,  February  2d,  being  a  short  day,  the  subscriptions 
barely  reached  $50,000,  distributed  as  follows  : 

SUBSCRIBER. 

Esta  e  of  Martin  Sachs 
Naber,  Alfs  &  Brune 

C.  R.  Winslow 

Dr.  Paolo  de  Vecchi  -         .         . 

Mark  Sheldon        .         .         -         -         . 

G.  Graff 

Haas  Brothers 

Sherwood  &  Sherwood       -         -         . 

S.  L.  Jones 

Augusta  K.  Gibbp      .         .         -  . 

C.  M.  Volkman 

Arthur  Page      -         -         -  . 

Rienzi  Hughes       .         -         -         .         . 
O.  D.  Baldwin  (Trustee)    -         -         - 
P.  A.  Bergerot       -         -         -      .  - 
Dalton  Brothers         .         .         .         .         . 
Jerome  Lincoln    ----- 
Leroy  G.  Harvey        .         .         .        . 

C.  D.  Salfield    * 

Castro  Street  Land  Com  pan  \ 

Total 


SHARES. 

VALUE. 

50 

$  5,000 

20 

2,000 

10 

1,000 

10 

1,000 

50 

5,000 

20 

2,000 

50 

5,000 

50 

5,000 

10 

1,000 

100 

10,000 

10 

1,000 

10 

1,000 

10 

1,000 

30 

3,000 

10 

1,000 

10 

1,000 

10 

1,000 

15 

1,500 

10 

1,000 

10 

1,000 

495 

$49,500 

^^^^ 


J.  R.  Freud. 


THE    BEGIT^NINGS    OF    THE    VALLEY    KOAD 


93 


On    the    same  day   a   communication    was  addressed   by 
Mr.  Spreckels  to  the  President  of  all  the  commercial  banks: 


President 


San  Francisco, 

February  2,  1895. 


Dear  Sir, — As  residents  and  business  men  in  the  city  and  county 
of  San  Francisco,  it  cannot  be  necessary  to  detail  to  you  the  inception  or 
status  of  the  present  movement  of  citizens  to  construct  a  railroad  from 
tidewater  in  San  Francisco  to  the  extremity  of  the  great  San  Joaquin 
Valley.  The  urgent  business  necessity  for  such  construction  is,  we  think, 
npparent  to  everyone.  Under  piesent  conditions  the  convergence  of  all 
lines  of  the  "Sunset"  system  at  Tehachapi  Pass,  with  connection  between 
ship  and  car  on  the  shores  of  the  Gulf  of  Mexico,  means  the  diversion 
fiom  this  place  of  the  entire  export  of  the  State  of  California.  With  very 
low  transcontinental  rates  given  to  the  various  points  called  terminals  in 
the  interior,  with  a  high  local  rate  from  San  Francisco,  the  seaboard,  to 
such  point,  it  is  obvious  that  the  supplies  for  the  interior  must  reach  it  via 
New  Orleans  and  the  Tehachapi,  so  that  San  Francisco  need  not  concern 
herself  with  either  the  exports  or  the  imports  of  the  State  of  California. 

This  condition  appeals  to  every  business  man,  firm,  and  corporation 
within  the  city  and  county  of  i-'an  Francisco,  and  as  self  preservation  is  the 
first  law  of  nature,  it  becomes  our  primal  duty,  so  far  as  lies  in  our  power, 
to  avoid  a  condition  so  disastrous  to  our  city. 

Cheap  transportation  from  the  great  valley  of  the  San  Joaquin  to 
tidewater  on  the  Bay  of  San  Francisco,  so  that  the  products  of  the  State 


(^^wg^ 


'Wf' 


Robert  and  Harold  Freud 
(Young  Subscribers  to  the  Valley  Road) 


94 


THE    VALLEY    ROAD 


may  reach  the  ocean  highway  under  a  moderate  freight  toll,  and  cheap 
transportation  from  San  Francisco  to  the  interior,  so  that  the  products 
brought  here  by  the  ocean  may  be  distributed  subject  to  a  like  moderate 
toll,  are  the  conditions  which  are  vitally  necessary  to  the  future  commercial 
prosperity  of  this  city ;  and  as  the  banking  institutions  of  a  city  hold 
their  fingers  at  the  very  pulse,  we  ask  you  to  join  with  us  and  assist  the 
State  in  obtaining  a  relief  which  will  be  so  beneficial  to  us  all. 

Will  you  place  this  communication  before  your  Board  of   Directors 
and  inform  us  what  they  will  do  at  as  early  a  date  as  possible? 
We  are,  with  very  much  respect, 

Glaus  Spreckels,  Chairman. 
E.  F.  Preston,  Secretary. 


f 


Adam  Grant 
(Murphy,  Grant  «t  Co  ) 


THE  BEGINNINGS  OF  THE  VALLEY  ROAD  95 

Monday  and  Tuesday,  February  4th  and  5th,  were  great 
da^^s  for  the  new  road.  By  the  afternoon  of  the  latter  date  the 
total  subscribed  had  grown  to  $1,840,000,  the  names  of  the  new 
subscribers  being  as  follows  : 

EstateofW.  S.  Clark $5,000 

Tillman  &  Bendel        -         -        -                  .....  3^500 

Williams,  Dimond  &  Co.          -               3,000 

M.  J.  Brandenstein  &  Co.    -                  .-.--.  2,500 

Willis  E.  Davis       -----.--  2,000 

Union  Fish  Company           -                  1,000 

Norten,  Teller  &  Roden            -         - 1,000 

Charles  Lehman 1,000 


^^^:^ 


Lewis  (iERSXLE 
(President  Alaska  Commercial  Co.) 

Chas.  F.  Leege 1,000 

William  Wolf  &  Co.             1,000 

Williams,  Brown  &  Co.  -         -         -        -         -         -         -         -  1,000 

Witzel  &  Baker 1,000 

McCarthy  Bros. 1,000 

C.  R.  Splivalo  &  Co.             -         -         -       -         -         -         -         -  1,000 

J.  S.  Emery             _         .         .                   .....  5^000 

E.  H.  Kittredge 2,000 

Sanborn,  Vail  &  Co.         -                  -                  -         -         ^         -  1,000 

M.  Schussler  &  Co.      -         -         -         -                  ....  I^OOO 

Justinian  Caire 1,000 

Phelps  &  Miller            .         .         .        '.                  ....  i,000 

E.  S.  Phelps  (Trustee)             .......  I^OOO 


96  THE    VALLEY    ROAD 

J.  H.  Mangels               -         -  2,000 

E.J.Baldwin            ..-----.  5^000 

George  Hearst  &  Son            -         -                            ....  IjOOO- 

J.  McDonough         -         - 10,000 

John  D.  Spreckels  (Trustee)         ------  7,000 

John  Spruance         _         -         -                   .         .         .         .         _  5,000 

J.  G.  James          .-_--_.---  I^OOO 

J.  B.  Stetson  (Trustee)             -         .         -         .                  -         _  5,000 

Miss  Alice  Mangels      --------  2,000 

J.  H.  Mangels  (Trustee)           .----..  i,00O 

Bartlett  Doe        ---------         -  5,000 

D.  Samuels      -------                  -         -  1,000 

S.  Silverberg       ----------  2,000 

Theodore  F.  Payne           -         -         -         -         -         -         -         -  5,000 

"The  great  change  which  has  already  been  effected,"  said 
Isaac  Upham   about  this  time,   ''is  the  restoration   of  public 

confidence.  This  is  manifested  in  a 
marked  degree  among  all  classes  of 
citizens,  and  particularly  in  the  business 
community.  The  outlook  for  business 
will  improve,  the  public  will  find 
opportunities  for  profitable  investment,, 
and  people  already  feel  better  about 
making  investments  in  real  estate  in 
^    pSil  jM    %^H     this  city. 

"The    cause    of    hard    times,   or  at 

E.  L.  Goldstein  .  p     ^i  i        t 

least  one  oi  the  leading  causes,  is  a 
lack  of  public  confidence.  The  turn  in  affairs  has  come. 
Confidence  has  returned.  There  will  be  a  large  investment 
in  real  estate.  Commercial  business  will  expand.  Everyone 
whom  I  meet  is  now  hopeful  that  prosperous  times  are- 
near. 

''  There  is  no  question  that  there  is  good  reason  for  that 
hope.  The  effect  of  the  new  railroad  w411  be  felt  throughout 
this  State,  and  will  not  be  confined  to  San  Francisco  and  the- 


THE    BEGINNINGS    OF    THE    VALLEY    BOAD 


97 


San  Joaquin  Valley.  Many  Eastern  people  understand  the 
significance  of  this  new  move  as  well  as  we  do.  Now  they 
will  come  here  to  invest.  One  party  in  Fresno  recently  told 
me  that  he  had  a  scheme  of  improvement  which  would 
involve  the  expenditure  of  $2,000,000  to  |3,000,000.  Eastern 
people  would  not  take  hold  of  it  because  the  Valley  had  only 
one  railroad. 

''The  present  population  of  the  San  Joaquin  Valley  is 
about  115,000.  There  ought  to  be  1,000,000  persons  living 
there  five  years  from  this  time.  That  valley  is  an  empire  in 
itself.  The  population  of  San  Francisco  ought  to  increase 
very  largely  in  the  same  period.  The  increase  of  population 
will  widen  the  opportunity  for  local  manufactures.  Old  towns 
in  the  valley  will  increase  in  size  and 
new  ones  will  spring  into  existence. 
There  will  be  branch  railroads  extending 
to  thriving  communities  and  serving  the 
valuable  purpose  of  assisting  develop- 
ment. It  will  not  be  long  before 
connection  will  be  made  with  a  line 
to  be  constructed  from  Salt  Lake  to 
Mojave,  and  there  will  also  be  connection 
with  the  Santa  Fe,  giving  us  another 
overland  line. 

"  These  connections  will  be  valuable,  but  we  are  looking 
principally  for  the  local  competition  which  will  bring  us  low 
rates  between  San  Francisco  and  the  interior  State.  We  must 
take  advantage  of  cheap  ocean  freights.  If  we  do  not  avail 
ourselves  of  natural  advantages,  we  might  as  well  be  two 
hundred  miles  inland  as  to  be  situated  on  the  ocean.  I  think 
that  ocean  rates  will  be  comparatively  low." 

"  If  the  sea  rates  are  not  low,"  continued  Mr.  Upham,  ''  it 

7 


G   Graff 


98 


,<A    YMJ.TXHE   VALLEY    ROAD 


.  (Would  not  involve  a  large  expenditure 
tiO »  make  them  low.  We  have  that 
iimatter  in  our  own  control.  No  great 
/(aum  would  be  needed  to  put  on  a  line 
(»ofi;stearaers  between  San  Francisco  and 
)  the  Atlantic  seaboard  until  such  time 
as  the  Nicaragua  Canal  may  be  con- 
;i  structed.  A  steamer  line  would  prove 
>  ,  sufficient. 
7  ,j,  "  The  men  at  the  head  of  the  Valley 
-.  Railway  command  the  confidence  of 
investors.  People  who.  might  not  otherwise  have  put  their 
money  in  the  stock  of  tl(ie  road,  reason  that  such  men  as  Mr. 
Spreckels,  Mr.  Whittier,  and  others,  are  not  likely  to  throw 
their  coin  away.  So  the  stock  of  the  road  has  come  to  be 
considered  a  good  investment.  I  do  not  know  where  the 
construction  of  the  road  will  begin,  but  there  is  no  doubt  that 
money  enough  can  be  raised  in  this  city  to  build  the  line  from 
Stockton  to  Bakersfield  without  bonds." 


A.  A.  Grant 
(Grant  Bros.) 


ON  THE   RANGE 


THE    BEGINNINGS    OF    THE    VALLEY    ROAD 


99 


On  Friday,  February  8,  the  two  million  figure  was 
attained  and  passed.  The  total  for  the  day  was  $127,500, 
which  made  the  grand  total  $2,057,000.  The  following 
subscriptions  were  reported:  ~  - 

F.  W.  Zeile        .--------.  $2,500 

J.  D.  Spreckels  (Trustee)       --------  2,500 

Thos.  Denigan,  Son  &  Co.           -         -                 -         -         -        -  1,000 

Gustave  A.  Aicher          -        -         -                 -         -         -         -         -  2,000 

J.  A.  Buck         --..------  5^000 

N.  Ohlandt 5,000 

P.  F.  Dundon    ----------  1,000 


C.  A.  Grow 

Thomas  Magee  (Trustee)       -         -         -         -         -         -         -         -  15,000 

Mrs.  Jane  Callahan    ---------  1,000 

M.  Ehrman  &  Co.          ---------  5,000 

Greenbaum,  Weil  &  Michaels     -------  1,000 

The  Hearst  Estate         ---------  25,000 

Fireman's  Fund  Insurance  Company         -         -         .         .         -  10,000 

Chickering,  Thomas  &  Gregory     -------  1,000 

Heller,  Bachman  &  Co.      -         -         -         -         -         -         -         -  1,000 

Dinkeispiel  &  Son 1,000 

Siebe  Bros.  &  Plagemann 3,000 

H.  Levi  &  Co.        - -  5,000 

Schwabacher  Bros. 2,500 

Gustave  Niebaum 5,000 


'UHIVERSITTl 


100  THE    VALLEY    ROAD 

Son  Bros.  &  Co.          - $1,000 

Althof  &  Bahls 1,000 

Louis  Taussig IjOOO* 

Lievre,  Frick  &  Co. 1,000 

C.  Joost  &  Son -  1,000- 

Roth,  Blum  &  Co. 1,000 

Peter  Dean -         -        -  1,000 

Davis  Brothers l,00O 

Mrs.  M.  V.  Baldwin 2,000 

James  P.  McCarthy 1,000 

Samuel  M.  Shortridge 10,000 

Wolters  Bros,  cfe  Co.                1,000 

AdolphGlo.tz 1,000 


M.  A.  Gdnst 
(Police  Commissioner) 

Charles  F.  Doe -        -        -  5,000 

Louis  Feusier            _        _         . 1,000- 

Coburn-Tevis  Company 1,000 

Anglo-American  Crockery  and  Glassware  Co.    -         -        -        .  1,000 

George  H.  Tay  &  Co. 1,000 

There  was  no  question  in  the  minds  of  the  committee  that 
the  road  should  he  built  upon  a  cash  basis.  When  it  wa& 
completed  and  ready  for  business,  there  would  be  no  interest 
charges  to  make  high  freight  rates  a  necessity,  and  every  dollar 
taken  in  above  running  expenses  could  be  divided  among  the 
shareholders.  Such  a  road  would  be  a  competing  road  in  the- 
full  sense  of  the  term. 


THE    BEGINNINGS    OF    THE    VALLEY    ROAD  101 

On  February  11th,  the  draft  of  the 
incorporation  papers  of  the  San  Francisco 
and   San   Joaquin   Valley  Railway    was  . 

submitted  by  E.  H.  Preston  to  the 
General  Committee  of  Promoters.  After 
discussion,   it   was    referred    to    a    sub-  / 

committee    for    examination,    with  j.^ 

instructions  to  report  on  it  the  following 
day.  In  the  absence  of  Glaus  Spreckels, 
who  was  confined  to  his  house  with  cold,  t    ^     ^  rr 

'  Le  Roy  G.  Harvey 

Charles    Holbrook  occupied    the    chair. 

The  articles  followed  in  the  main  the  formula  signed  by  the 

subscribers. 

The  lieavy  rain,  as  well  as  this  special  meeting  operated 
to  prevent  the  committee  from  soliciting  subscriptions.  The 
following,  however,  came  in  voluntarily,  aggregating  a  total  of 
$37,500 : 

SUBSCRIBER.  SHARES.  VALUE. 

George  T.  Marye,  Jr. 50  $  5,000 

Deming-Palmer  Milling  Company     -         -  20  2,000 

Sperry  Flour  Company          -        -        -         -  50  5,000 

J.  C.  Heinecken 10  1,000 

Stein,  Simon  &  Co, 25  2,500 

W.  H.  Miner 10  1,000 

Thomas  Magee  (Trustee)      -         -        -         -  100  10,000 

Peter  J   Donahue 100  10,000 

David  Bixler 10  1,000 

Total 375        $37,500 


During  the  next  few  days  the  committee,  comparatively 
speaking,  rested  before  incorporating.  Not  so  the  public, 
however.  The  Bank  of  California,  as  Treasurer  for  the 
Railroad,  was  kept  busy  receiving  ten  per  cent,  upon  all 
subscriptions,  the  law  requiring   this  proportion   to   be   paid 


102  THE    VALLEY    ROAD 

before  incorporation  on  $1,000  a  mile  for  the  length  of  the 
road,  and  on  $100  a  mile  for  the  telegraph  or  telephone 
line. 

On  February  20th,  the  first  general  meeting  of  stock- 
holders was  held  in  the  Chamber  of  Commerce,  for  the 
purpose  of  incorporation.  Charles  Holbrook  called  the 
meeting  to  order,  and  vast  was  the  crowd  that  had  assembled 
on  that  momentous  occasion, — $100,000,000  being  represented 
in  it. 

John  D.  Spreckels  was  unanimously  chosen  chairman  of 
the   meeting.      Secretary    Preston    then 
announced  that   the   subscriptions   had 
reached  $2,248,000,  but  $2,000,000  being 
necessary. 

It  was  not,  however,  till  the  after- 
noon of  February  25th  that  the  articles 
of  incorporation  were  filed  in  the  City 
Hall,  preparatory  to  filing  a  certified 
copy  in  the  office  of  the  Secretary  of 
State.  In  accordance  with  a  resolution 
adopted    at    the   open    meeting   of    the  wm.  haas 

1  •!  1  p         1  (Haas  Bros.) 

ubscribers   to   the    stock   of    the    road, 

held  in  the  Chamber  of  Commerce  Hall,  on  February  20th, 
five  gentlemen  had  been  named  b}^  the  Board  of  Directors  as 
incorporators  of  the  road. 

These  five  gentlemen  were:  Claus  Spreckels,  W.  F.  Whittier, 
Charles  Holbrook,  John  T.  Doyle,  and  E.  F.  Preston,  and 
theirs  are  the  names  which  appear  upon  the  memorable  and 
historical  document  of  incorporation.  In  this  document 
provision  was  made  for  a  road  estimated  to  be  350  miles  long, 
extending  from  San  Francisco  to  some  point  in  Kern  County, 
at   the   head    of   the    San    Joaquin   Valley,  near  Bakersfield. 


< 
o 


THE    BEGINNINGS    OF    THE    VAiLLEY    ROAD 


103 


Geo.  Haas 
Geo.  Haas  &  Son) 


Provision  was  also  made  for  the  con- 
struction of  the  necessary  telegraph  or 
telephone  line  over  the  same  distance, 
the  question  of  actual  route  was  left 
open  at  the  meeting  in  question.  The 
capital  stock  was  set  at  $6,000,000,  with 
$1,746,500  already  subscribed  for. 

On  the  next  day,  February  26th, 
1895,  this  document  of  incorporation 
was  duly  filed  in  the  office  of  the 
Secretary  of  State  at  Sacramento,  and 
the  first  actual  step  had  been  taken  in  the  construction  of 
the  San  Francisco  and  San  Joaquin  Valley  Railway. 

The  composition  of  the  Board  of  Directors  was  then  as 
follows:  Glaus  Spreckels,  President,  327  Market  Street;  W.  F. 
Whittier,  First  Vice-President,  214  Pine.  Street;  Robert  Watt, 
Second  Vice-President,  40  First  Street;  John  D.  Spreckels, 
827  Market  Street;  J.  B.  Stetson,  14  Sansome  Street;  Charles 
Holbrook,  Market  and  Beale  Street;  Leon  Sloss,  310  Sansome 
Street;  Alvinza  Hayward,  532  Market;  Isaac  Upham,  101 
Battery  Street;  Capt.  A.  H.  Payson,  414  Montgomery  Street; 
Thomas  Magee,  Union  Trust  Building;  E.  F.  Preston,  Attorney, 
Crocker  Building. 


104 


THE    VALLEY    ROAD 


THE    BEGINNINGS    OF   THE    VALLEY    ROAD 


105 


Extract  from  the  address  of  the  Traffic  Manager  of  the 
Traffic  Association  of  California,  submitted  at  the  annual 
meeting,  October  23,  1895  : 

California  shipped  by  rail,  eastbound,  during  1894  about  1,250,000,000 
pounds  and  westbound  about  850,000,000  pounds— total,  2,100,000,000 
pounds  ;  in  round  numbers,  one  million  i^nd  fifty  thousand  tons.  In  fact, 
gentlemen,  the  true  greatness  of  this  State  is  not  fully  understood  or 
appreciated. 

Here  is  a  country  which  had  real  estate  and  personal  property  valued 
in  1870  at  $277,500,000  ;  in  1880,  ten  years  later,  $584,600,000;  while  in 


Wm.  BosTWicK  Curtis 
(Tiaffic  Manager,  Traffic  Association  of  California) 

1894,  we    have   over    $1,500,000,000.      Can    you    realize    that    enormous 
growth  ? 

This  State  shipped  East  by  rail,  of  seventeen   leading  products,  in 
1882, 107,700,000  pounds.     In  1894  this  had  swelled  to  970,000,500  pounds. 


The  original  moves  of  the  Association  were  drastic  measures  for  a 
refractions  patient. 

It  was  necessary  that  you  should  first  file  off  the  fetters  that  hobbled 
you  before  you  could  properly  enter  the  race  for  commercial  supremacy. 


106 


THE    VALLEY    ROAD 


and  in  the  opening  of  the  Panama  and  Cape  Horn  routes  to  unrestricted 
competition  this  result  was  accomplished. 


We  should  advance  as  a  solid  body.  We  should  work  for  these  end& 
as  one  man,  and  to  their  accomplishment  will  be  directed  my  best 
efforts. 

And  to  the  Valley  Road;  that  prominent  milestone,  marking  San 
Francisco's  progress  on  the  road  to  emancipation  from  monopoly's  bondage,, 
is  due  the  lasting  goodwill  of  this  Association. 


^^-x^. 


TRAFFIC    MANAGER. 


San  Francisco,  October  23d.  1805. 


U.  S.  Senator  Geo.  C.  Perkins 


f*"  at  TBK  ^'. 

[ufiversittI 


San  Francisco  and   San  Joaquin 
Valley  Railway 


GATHERING  OLIVES  NEAR   FRESNO 


S.    F.    AND    S.    J.    V.    KY. 


109 


VII. 

SAN  FRANCISCO  AND  SAN  JOAQUIN  VALLEY 

RAILWAY. 

jT  last  the  story  of  the  beginnings  is 
done.  Henceforth,  dropping  the 
Traffic  Association,  The  League  of 
Progress,  and  all  the  other  bodies 
that  worked  so  nobly  to  the  result 
we  chronicle,  we  deal  with  the  real 
subject  matter  of  this  history,  The 
Valley  Road.  Incorporation  has 
brought  it  to  its  birth  and  the  long 
weary  gestation  of  the  enterprise 
and   the  throes  of    its  deliver}^  are 

over.     There  is  but  to  tell  the  tale  of  the  lusty  development 

and  sturdy  promise  of  this  young  Hercules,  cradled  in  a  shield 

and  able  and  read}^  to  strangle  any  attacking  serpent  from  the 

hour  of  its  birth. 

The   enthusiasm   for  the  new   road 

thus  strongly  wakened  in  San  Francisco 

began     to    spread    to    the    neighboring 

towns. 

On  February  21st,  the  people  of  the 

Santa  Clara  Valley  pledged  their  united 

support   to    the    road,    when    it    should 

come  their  way.    San  Jose  was  brilliantly 

illuminated,  and   amid   the  booming  of 

cannon  and  the  cheers  of  thousands  of  a.  hall 


110 


THE    VALLEY    ROAE 


citizens,  promises  of  the  right  of  way  were  made  and  nearly 
$14,000  subscribed  for  stock.  Mayor  Paul  P.  Austin  called 
the  meeting  to  order  and  D.  M.  Delmas  was  appointed 
chairman. 

Mr.  Delmas  warmly  urged  co-operation,  even  though  in  a 
small  way,  and  closed  by  saying  he  could  hear  the  locomotive 
bells  ringing  the  death  knell  of  a  corporation  which,  if 
productive  of  any  good  at  all,  has  been  the  incubus  of  the 
State.  S.  N.  Griffith,  of  Fresno,  spoke  of  the  Southern  Pacific 
Company's  having  impoverished  the  people  of  the  San  Joaquin. 


Geo.  T.  Hawley 
(Hawley  Bros.,  Hardware  Co.) 


He  said  the  Southern  Pacific  Company  was  paying  six  per 
cent,  on  a  valuation  of  $49,000  per  mile,  enriching  its  owners 
and  paying  better  than  any  bank,  and  this  was  ample  proof 
that  a  competing  road  would  pay.  Many  others  addressed 
the  meeting,  among  them  B.  D.  Murphy,  President  of  the 
Commercial  Bank  of  San  Jose,  who  considered  an  investment 
in  the  stock  of  the  new  road  a  sound  business  venture. 
W.  D.  Nicholas,  of  Palo  Alto,  submitted  that  the  only  feasible 
route  from  San  Francisco  was  through  San  Jose  and  Palo  Alto. 


S.    F.    AND    S.    J.    V.    RY. 


Ill 


Judge  R.  F.  Fitzpatrick,  of  Redwood  City,  and  Joseph 
Hutchison,  of  Palo  Alto,  promised  liberal  contributions  and 
rights  of  way.  Colonel  Philo  Hersey,  one  of  the  most 
extensive  fruit  growers  of  Santa  Clara  County,  said  the 
ranchers  were  ready  to  furnish  hundreds  of  carloads  of  freight 
per  annum,  and  personally  offered  $1,000  subscription,  and 
more  if  necessary. 

The  feeling  that  relief  from  oppressive  monopoly  was  at 
last  to  be  gained  was  stirring  the  people  of  many  other  towns. 
Subscriptions  and  further  aid  were   promised  from   Stockton 


I.  W.  Hellman 
(President  Nevada  Bank) 

and  [^Oakland,  and  a  friendly  rivalry  was  apparent  to  see 
which  point  could  offer  the  best  inducements  to  influence 
the'directors  of  the  road  to  build  through  their  territory. 

On  March  5tli  the  Board  of  Directors,  after  careful 
consideration,  elected  Alexander  Mackie  as  secretary  of  the 
road.  Mr.  Mackie  was  then  cashier  of  the  Atlantic  and  Pacific 
Fast  Freight  Line,  and  had  for  years  been  identified  in  railroad 
matters  with][the   California  Pacific   Railway   and   as  auditor 


of  the  Santa  Cruz  and  Fell 


ilroad. 


^4^  Of  rwC^ 


112  THE    VALLEY    ROAD 

At  a  special  meeting,  held  on  March  6th,  W.  B.  Storey,  Jr., 
was  elected  chief  engineer.  Mr.  Storey  had  been  for  many 
years  assistant  engineer  in  the  service  of  the  Southern  Pacific 
Company,  and  afterwards,  for  about  a  year  and  up  to  the  time 
of  this  appointment,  was  serving  under  the  United  States 
Debris  Commission. 

The  Board  of  Directors  now  began  the  active  discussion 
of  the   various    routes    submitted  by   interested   parties,   and 
announced  tliat  the  amount  of  subscriptions  to  the  stock  of 
the    road   would   have   a   strong   influence    upon    their    final 
_^     decision.     The  canvassing  for  subscrip- 
tions at  interior  points  was  still  being 
energetically  pushed.     Stockton    had 
raised    about    $125,000    to    assure    the 
building  of  the  road  through  that  town, 
and    many   of    her    prominent   citizens 
were    interviewing    the    directors,    and 
e  X  })  1  a  i  n  i  n  g    the    resources    of    their 
territory     and     the     inducements     they 
could  ofler. 
c.  HERRMANN  ^^  ^|j-g  |.j,^^g  ^j^g  Board  of  Directors 

iC  Herrmann  &  Co.) 

had  concluded  that  to  build  the  road 
without  having  first  secured  ample  terminal  facilities  at  San 
Francisco  was  not  a  safe  business  venture,  and  on  March  8th 
they  laid  a  projmsition  before  the  Legislature,  a  short  time 
before  the  end  of  the  session,  to  lease  from  the  State  of 
California  a  number  of  acres  of  the  water  front  of  San 
Francisco.  The  location  desired  was  known  as  China  Basin^ 
adjoining  the  foot  of  Channel  street,  a  body  of  unoccupied 
mud  flats  of  no  value  to  anyone  unless  improved  at  enormous 
expense. 

The  proposition  was  well  received  by  the  majority  of  the 


-yr- 


/:^1  ■ 


--^>->^X\ 


t'^/^^^'^^^^:. 

''H/--^  ^ 

^  ^ 

#^^ 


i 


BOARD  OF  DIRECTORS  SAN  FRANCISCO  AND  SAN  JOAQUIN  VALLEY  RAILWAY  COMPANY 

CAPT.   A.    H.    PAY80N 
ISSAC  Upham 

J.    B.    STETSON 

Thomas  Magee 

Robert  Watt                                              w.  F.  Whittier 
W.  B.  STOREY,  JR.                                                   Alex.  Mackie 
CLAU8   SPRECKELS 

Alvinza  Hayward 

CHARLES    HOLBROOK 

e.  f.  preston 
John  d.  Spreckels 

LEON    SLOSS 

NOTK. 

— W.  F.  Whittier  resigned 

on  May  15,  1895,  and  Robert  Watt  was  elected  First  Vice  President, 
Vice-President. 

and  Capt.  A.  H.  Payson,  Second 

XH^^ 


S.    F.    AND    S.    J.    V.    RY.  113 

Legislature  and  by  Governor  Budd,  but  some  opposition  was 

shown  by  parties  who  had  a  misconception  of  the  plans  of  the 

directors. 

In  an  interview  with  an  Examiner  reporter  at  Sacramento, 

Glaus  Spreckels  is  quoted  as  follows  : 

Unless  we  get  those  mud  flats  we  may  as  well  give  up  the  road.  We 
must  have  them  for  terminal  facilities.  I  have  never  made  a  failure  in  my 
life,  and  F  don't  propose  to  make  a  failure  now.  If  I  fail  now  in  an  attempt 
to  get  this  legislation,  I  shall  not  try  any  more  for  the  road.  I  have  no 
doubt  that  the  necessary  legislation  will  be  obtained  unless  something 
unforeseen  happens.  The  mud  flats  are  of  no  use  to  the  State.  They  are 
not  used  at  all,  and  we  intend  to  spend  $750,000 
improving  them  if  they  are  leased  to  us.  After 
I  am  dead  and  gone  these  improvements  will 
revert  to  the  State.  I  have  taken  an  inttn  st  in 
this  road  becauj-e  I  want  to  help  the  people  of 
San  Francisco  md  the  State  of  California. 

The  bill  for  the  lease  of  water  front 
property  passed  the  lower  house  of  the 
Legislature  on  March  11th  by  a  vote  of 
60  to  9,  and  on  the  VMh  passed  the  Senate 
by  a  vote  of  20  to  16,  and  was  then  sent 
to  the  Governor  for  his  approval. 

Jacob  Heyman 

The  Board   of  Directors  were   now 
working  hard  to  get  construction  under  way,  and  on  March 
11th   sent  out  the  first  invitations  for  bids  on  a  lot  of  10,000 
tons  of  steel  rails.     From  this  beginning  there   has  been    no 
pause  in  the  construction  of  the  line. 

A  few  days  before  this,  tbe  announcement  had  been 
made  by  the  citizens  of  Oakland  and  San  Jose  that  their 
subscriptions  had  reached  the  amount  of  $187,350  and  $65,000 
respectively. 

The  question  of  leasing  water  front  and  dock  privileges 
of  the  State  to  the  new  railroad  company  became  a  matter 

8 


114 


THE    VALLEY    ROAD 


Walter  Hobart 


of  great  public  interest.     The  Governor, 

when  interviewed  in  Sacramento,  March 

15th,    said   he   was   ready  to   meet   the 

Harbor  Commissioners  and  discuss  the 

proposition.      Under    the    lease    bill, 

the    authority    to     lease    water     front 

privileges    was    confided    not    only    to 

the  Harbor    Commissioners,   but    there 

was    a   specific  provision  including  the 

Governor    and    the     Mayor    of    San 

Francisco. 

Governor    Budd    expressed    himself    as    follows    on    the 

question  : 

As  I  understand  the  position  of  the  Valley  Road,  it  simply  desires 
terminal  facilities  of  fifty  acres  or  less.     I  do  not  understand  that  it  asks 

for  the  water  front  of  San  Francisco,  but  that  all 
it  asks  is  to  have  terminal  facilities  on  the  mud 
flats  adjacent  to  the  water  front,  with  a  right 
equal   to  all  other  companies  of  the  use  of  the 

water  front As  I  understand  it  from  Mr. 

Spreckels  and   his  associates,  what  they   desire 

is    terminal    facilities   equal    to    the    Southern 

Pacific,  an  entrance  thereto  by  way  of  a  public 

street,  and  egress  therefrom  by  way  of  slips  or 

wharves  sufEcient  to  accommodate  their  business- 

I  do  not  anticipate  any  difference  between 

the  Commissioners  and  Valley  Road,  and  I  am 

certain  that  the  public  need  have   no  fear,  for 

its  interests  will  be  fully  guarded   by  the  terms 

of  whatever   lease    is    drawn.      We    must   give 

proper  facilities  to  this  road  in  the  interest  of 

the  entire  Statn,  and  the  value  of  the  mud  flats  and  privileges  they  request 

will  be  repaid   ten-fold   each   year   by  the   saving  to   the   people  through 

the  competition  of  the  Valley  Road. 

Towards   the   end    of    March,    a    pooling    plan   had   been 

agreed  upon   for  the  new  corporation,   the  purpose  beiiig  to 

make  it  absolutely  certain  that  the  road  should  be  constructed 


Fred  Hohwiesner 
(Geo.  Marcus  &  Co.) 


VH71ESIT7] 


S.    F.    AND    S.    J.    V.    EY. 


115 


and  maintained  as  a  competing  road. 
We  think  it  worth  while  to  give  the 
agreement  in  full,  as  it  is  under  this 
document  that  the  road  is  to  be  governed 
for  ten  years  to  come,  surely  the  most 
important  in  its  history  . 


this 


This  agreement,   made    and    entered   into 
day  of A.  D.  1895,  by  and  between 


VV.   HOl'KINb 


the  parties  whose  names  are  subscribed  hereto, 
witnesseth  : 

That  whereas,  the  undersigned  are  sub- 
scribers to  the  capital  stock  and  are  entitled  to 
become  stockholders  in  the  San  Francisco  and 

San  Joaquin  Valley  Railway  Company,  a  corporation  incorporated  under 

and  by  virtue  of  the  laws  of  the  State  of  California,  with  a  capital  stock  of 

six  million   dollars    ($6,000,000),   divided   into   sixty   thousand    (60,000) 

shares  of  the  par  value  of  one  hundred  ($  100)  dollars  each  ; 
And    whereas,    the     rate     of    charge     for 

transportation  of  the  crops  and  products  of  this 

State   from  the   interior   to   the   seaboard,    and 

merchandise  from  the  seaboard  to  the  interior 

of    the    State    have    hitherto     been    excessive, 

oppressive    to    the    people   of    the    State,   and 

destructive  to  industry  and  commerce,  and  all 

the  parties  hereto  have  become   subscribers   to 

the  stock  of  the  San  Francisco  and  San  Joaquin 

Valley  Railway  Company,  and  have  subscribed 

therefor  and  undertaken  the  construction  of  said 

railway  for  the  purpose  of  effecting  a  permanent 

reduction  in  the  cost  of  transportation  between 

the  city  and  port  of  San  Francisco  and  the  great 
nterior  valley  of  the  State  by  the  construction 

and   operation    of    said    road   as  a   competitive 

means    of    transportation    between    said    points 

recognizing  that  in  order  to  insure  the  maintenance  of  such   reduction  of 

of  transportation  rates  as  the  fixed  policy  of  said  company,  and  to  insure 

the  permanence  of  its  competition,  the  voting  power  of  the  stock  must  be 

confided  to  seven  trustees,  who  shall,  by  its  exercise  in  the  choice  of  directors 

and  otherwise,  effect  those  purposes  ; 

Now,  therefore,  each  of  the  parties  hereto  hereby  assigns  and  transfers 


\ 


H.  H.  H.IUL 


and    the   said   parties, 


116 


THE    VALLEY    ROAD 


to  the  trustees  hereinafter  named  his  subscription  to  the  said  stock,  and 
hereby  authorizes  the  said  corporation  to  issue  all  the  shares  of  stock  for 
which  he  has  subscribed  to  the  trustees  hereinafter  named,  to  be  held  by 
them  upon  the  uses  and  trusts  herein  expressed,  and  each  of  the  parties 
covenants  and  agrees  to  and  with  the  others  subscribing  hereto,  and  with 
said  corporation,  and  with  the  said  trustees,  and  said  trustees  do  hereby 
covenant,  each  one  for  himself,  and  not  one  for  the  other,  with  each  and  all 
of  the  subscribers,  and  to  and  with  said  corporation,  that  all  the  shares  of 
stock  to  which  the  subscribers  are  entitled  may  be  issued  to  (blank  for  the 
names  of  seven  trustees  to  be  named  by  the  general  body  of  subscribers)  as 
trustees,  and  that  the  said  trustees,  their  survivor  or  survivors,  shall,  for  the 
time  hereinafter  provided,  have  the  exclusive  rights  and  powers  of 
ownership  of  said  stock,  except  with  relation  to  dividends  as  hereinafter 


Ernest  J.  F.  Hiklscher 
(An  Enthusiastic  Stockholder  of  the  8.  F.  &  S.  J.  V.  Ry.) 

provided ;  and  the  power  herein  conferred  upon  the  said  trustees  by  the 
respective  parties  hereto  is  and  shall  be  irrevocable  for  the  term  of  said 
trust  as  hereinafter  provided ;  and  the  said  power  is  and  shall  be  deemed 
to  be  coupled  with  an  interest  in  the  stock  of  the  respective  parties  hereto 
so  held  in  trust,  which  interest  the  said  trustees  shall  hold  for  the  benefit  of 
all  the  other  parties  hereto,  but  said  subscribers,  each  one  for  himst4f> 
hereby  covenants  to  and  with  all  the  other  parties  hereto  that  he  will  pay 
all  calls  and  assessments  upon  the  stock  for  which  he  or  his  assigns  ho]«ls 
any  beneficiary  interest,  and  that  he  remains  liable  as  the  equitable  owner 
for  all  the  debts  or  other  liability  against  such  stock. 

And  it  is  further  understood  and  agreed  that  the  said  trustees  shall 
cause   to   be  issued  to  the  several  subscribers  hereto  trustees'  certificates. 


S.    F.    AND    S.    J.    V.    RY. 


117 


which  shall  set  forth  the  number  of  shares  of  stock  in  the  said  corporation, 
the  San  Francisco  and  San  Joaquin  Valley  Railway  Company,  held  in 
trust  for  each  of  the  undersigned  respectively  by  the  said  trustees,  which 
said  certificates  shall  be  in  the  words  and  figures  following  : 

THE  SAN  FRANCISCO  AND  SAN  JOAQUIN  VALLEY  RAILWAY 

COMPANY^ 


N 


Stock  Trust  Certificate. 
Shares. 

This  certificate  is  issued  by  the  undersigned  as  Trustee  under  the  provisions  of 

an  agreement  bearing  the day  of  ,  1895,  made  and  entered  into,  by  and 

between  the  undersigned  and  other  stockholders  of  the  San  Francisco  and  San  Joaquin 
Valley  hail  way  Company,  a  corporation  existing  under  and  by  virtue  of  the  laws  of 
the  State  of  California,  and  this  certificate  entitles ,  or  assigns,  upon  the  surrender 


^ 


J.  L.  Howard 
(Manager  Oregon  Improvement  Company) 


R.  B.  HuiE 
(W.  R.  Grace  &  Co.) 


thereof,  according  to  the  terms  of  said  agreement,  to  receive  from  the  undersigned, 
their  successor  or  successors  in  this  trust  in  the  manner  provided  in  said  agreement 

and  not  otherwise    a  certificate  for shares  of  the  capital  stock  of  said  railway 

corporation ;  and  in  the  meanwhile, ,  or  assigns,  is  entitled  to  receive  on  demand 

from  the  undersigned,  or  their  successor  or  successors  as  trustees,  and  not.  otherwise, 
an  amount  equal  to  the  dividends  paid  to  said  tiustees  upon  a  corresponding  number 
of  shares  of  stock  of  said  railway  corporatiifn. 

The  holder  of  this  certificate  has  no  rights  as  a  stochholder  of  said  railway 
corporation,  and  the  acceptance  of  this  certificate  shall  bind  each  successive  holder  to 
all  the  terms  and  provisions  of  said  agreement  in  the  same  manner  as  if  such  holder 
was  a  party  thereto  or  had  duly  executed  an  agreement  to  abide  thereby. 

The  interest  represented  hereby  is  transferable,  either  in  whole  or  fractional 
parts  corresponding  to  a  given  number  of  shares  of  stock,  only  upon  the  books  kept  by 
said  Trustees  for  that  purpose  by  the  holder  hereof  in  person  or  by  attorney,  upon 
surrender  hereof,  but  no  transfer  shall  be  valid  unless  made  upon  the  condition  that 


118 


THE    VALLEY    ROAD 


the  transferee  accepts  the  same,  subject  to  the  terms 
of  said  agreement  and  assents  hereto,  which  he  shall 
be  deemed  to  have  done  by  receiving  said  Truptfes* 
Certificate. 

San  Frakcisco,  California, 1895. 


(J. 


J.  G.  James 
G.  James  &  Co.) 


Indorsement  on  Trust  Certificate  : 

For  value  received,  I  do  hereby  sell,  transfer  and 

assign  unto  all  my  right,  title  and  interest  of,  in 

and  to  ,   the  property  represented  by  the  within 

trust  certificate,  with  all  my  rights  in  respect  thereto, 
subject  to  the  terms  and  conditions  thereof  and  of  the 
agreement  therein  mentioned,  and  I  hereby  irrevocably 

appoint  ,  my  attorney,  for  me  and  in  my  name, 

place  and  stead,  to  make  and  execute  all  proper  acts  of 
assignment  or  transfer,  and  to  do  all  other  acts  and 
things  required  to  be  done  with  reference  thereto,  and 

to  substitute  one  or  more  persons  with  like  powers,  hereby  ratifying  all  that  my 

attorney  or  his  substitute  may  lawfully  do  or  cause  to  be  done  by  virtue  hereof. 

Witness  my  hand  and  seal  this of ,  189 . 

In  presence  of . 

And  all  of  said  stock  so   held   by  said  trustees,  their  survivor  or 

survivors,  successor  or  successors,  is  held  subject 

to  the  following  irrevocable  trusts,  to-wit : 

First. — To  issue  by  proper  transfers  to  any 

persons  named  as  directors  enough  stock  of  said 

corporation  to   qualify  said  parties  to  serve  as 

directors  for  the  term  for  which  they  are  elected, 

it  being  always  provided  that  no  person   shall 

ever    be   qualified   unless    he    is    the    actual 

beneficiary  by  trust  certificate  of  as  many  shares 

of  stock  as  are  necessary  to  qualify  him  for  the 

position  of  a  director  under  the  by-laws  of  the 

company.     That  at  the  expiration  of  the  terms 

such  stock  shall  be  re-transferred  by  said  person 

holding  as  a  director  back  to  the  trustees  to  be 

held  subject  to  the  trust  as  herein  expressed. 

Second — To  cause  said  corporation,  the  San 

Francisco    and    San    Joaquin    Valley   Railway 

Company,  to  honestly,  economically,  and  as  soon  as  practical  construct  said 

railroad,   and  when   the   same   shall   have  been  constructed   and   put   in 

operation,  to  cause  said  corporation  to  so  operate  said  road  that  the  basis 

for  freights  and  fares  shall  be  the  lowest  rates  of  charge  which  will  yield 

sufficient   revenue   to   the   company  to   pay  for   the   proper  maintenance, 

operation  and  betterment  of  said  road,  together  with  proper  provision  for 


J.  C.  Jordan 
(President    Jordan    Bituminous 
Rock  and  Paving  Co;  owner  of 
Jordan  Tract,  S.  F.,  Boulevard 
Heights  Tract,  Oakland) 


S.    F.    AND   S.   J.    V.    RY. 


119 


General  E.  D.  Eeyes 


the    payment    of    interest    upon    any    bonded 

indebtedness,  if  any  there  be,  together  with  the 

creation  of  a  sinking  fund  therefor  as  required 

by  law  ;  also  for  the  creation  of  a  surplus  fund 

for  the  use  of  said  road,  and  the  payment  to  the 

stockholders  of  a  sum  not  to  exceed  six  (6)  per 

cent   per   year    upon  the  capital  stock  actually 

paid  into  said  corporation. 

Third — In  the  event  of  the  death,  resignation 

or    disability   of    any    one   of    the   trustees,  to 

nominate  in  writing  some  holder  of  a  trustee's 

certificate   to   fill  each  and  every  vacancy,  and 

upon  such  written  nomination  by  the  surviving 

trustees,  approved  in  writing  by  the  holders  of 

trust  ceitificates  representing  three-fourths  (|)  of 

the  capital  stock  covered  by  said  trust  certificates,  said  trustee  shall  from 

and  after  the  filing  of  said  nomination  so  approved  with  the  secretary  of 

said   corporation,    the   San   Francisco   and   San  Joaquin  Valley  Railway 

Company,  be  as  fully  vested  with   said  shares  of  stock  and  trust  as  if  he 

were  one  of  the  original  trustees  above  named. 
Fourth — The  said  Trustees  agree  that  all 
dividends  received  by  them  upon  the  shares  of 
stock  in  said  The  San  Francisco  and  San  Joaquin 
Valley  Railway  Company,  shall  be  allotted, 
apportioned  and  paid  over,  by  them  on  demand 
to  the  holders  of  said  trustee  certificates  herein- 
before provided,  ratably,  so  that  the  holder  of 
each  of  said  trust  certificates  shall  receive  the 
same  amount  as  he  would  have  been  entitled  to 
receive  if  he  had  been  a  stockholder  of  said 
railroad  company  for  a  number  of  shares 
represented  upon  said  trust  certificate. 

And  said  Trustees  further  agree  that  they 
will  not  knowingly  vote  said  stock  for  the 
benefit   or   in    the    interest   of    any   person    or 

corporation,  or  interests  hostile  to  the  interest  of,  or  in  business  competition 

with  The  San    Francisco  and  San  Joaquin  Valley   Railway  Company,  or 

of  or  to,  or  in  favor  of  any   party  or  parties,   or   company  or  companies 

owning  or  controlling  any  parallel  line  of  road  to  the  detriment  and  injury 

of  the  corporation  hereinbefore  mentioned. 

Fifth — Said  trust  shall  continue  in  full  force  and  effect  for  the  period 

of  ten  (10)  years  from  the  date  hergof^rovided  that  the  same  shall  be 

[uhiveesity; 


W.  S.  Keyes 


120 


THE    VALLEY    ROAD 


terminated  at  any  time  before  the  expiration  of  said  ten  (10)  years, 
should  the  holders  of  the  trust  certificates  for  three-fourths  (|)  of  the  stock 
held  subject  to  said  trust  at  a  meeting  called  after  ninety  (90)  days'  notice 
in  writing  to  all  of  the  holders  of  said  beneficiary  certificates,  so  request 
and  determine,  and  provided  further  that  in  the  event  of  the  death  of  all 
of  the  subscribers  hereto  at  any  time  before  the  expiration  of  ten  (10) 
years,  as  aforesaid,  then  this  trust  shall  cease  and  determine. 

Sixth — Upon  the  termination  of  said  trust,  and  upon  presentation 
and  surrender  of  said  trust  certificates  to  deliver  to  the  owners  of  each  of 
said  trust  certificate,  certificates  for  the  capital  stock  of  said  railway 
company  corresponding  in  numbers  and  in  par  value  with  the  shares  of 
stock  which  by  said  certificate  and  said  Trustees  are  bound  to  deliver,  so 


.^ 


A.  H.  Kelton 
(Van  Pelt&  Kelton) 


Thos.  Kirkpatrick 
(President  Moore,  Hunt  «fc  Co.) 


that  upon  the  surrender  of  all  of  said  trust  stock  certificates  the  said 
Trustees  will  have  delivered  all  of  the  stock  of  said  corporation,  the  San 
Francisco  and  San  Joaquin  Valley  Railway"  Company. 

And  it  is  mutually  agreed  that  no  stock  of  said  corporation,  the  San 
Francisco  and  San  Joaquin  Valley  Railway  Company,  shall  be  issued 
except  that  the  subscriber  to  said  stock  becomes  a  party  to  this  agreement 
and  consents  that  said  stock  be  issued,  and  the  same  shall  be  issued, 
to  said  Trustees,  subject  to  the  terms  of  the  trust  as  hereinbefore 
expressed. 

To  show  the  feeling  of  the  public  towards  the  new  road  it 
may  be  mentioned  that  the  San  Francisco  Examiner  began  a 


S.    F.    AND    S.    J.    V.    RY. 


121 


canvas  for  subscriptions  to  the  stock,  and  on  April  1st  it 
published  the  following  on  the  subject: 

Last  week  the  handsome  sum  of  $4,400  was  pledged.  As  a  beginning 
this  comes  up  to  expectations,  but  this  week's  totals  must  be  very  much 
larger  and  should  be.  Glaus  Spreckels  sa\  s  the  surveyors  are  to  begin 
this  week.  In  one  hundred  days  track  laying  is  to  commence  and  the 
rails  will  be  on  the  ground.  From  all  over  the  State  the  most  encouraging 
messages  are  received  and  San  Franciscans  can  hardly  realize  that  this  is 
really  the  dawn  of  a  new  era  of  prosperity. 

Many  of  the  wealthy  men  have  subscribed  very  handsomely.  There 
are  some,  of  the  silurian  stripe,  of  the  class  who  are  hanging  back  with  an 


H.  J.  Knowles 


John  L.  Koster 
(President  California  Barrel  Co.) 


uncertain  promise  that  they  will  subscribe  when  the  good  times  come;  but 
they  will  have  to  face  the  music  and  say  why  they  do  not  subscribe  now. 

The  wage-earner  is  not  expected  to  take  many  shares;  individually 
few  could  take  more  than  one,  but  they  can  form  clubs,  and  in  the  strength 
of  numbers  can  subscribe  largely.  A  four-bit  levy  once  a  month  for  ten 
months  levied  on  a  club  of  twenty  men  means  a  paid-up  share,  and  the 
man  who  forms  such  a  club  is  doing  good  work  to  help  himself  and  his 
fellow  workers. 

The  Examiner  subscription  blank  will  be  published  daily.  There  are 
many  who  can  well  afford  to  take  one  share,  and  these  are  the  ones  the 
Examiner  wants  to  hear  irom  at  once.  Everybody  is  "  getting  a  move  on  " 
now,  and  the  best  move  that  ever  was  made  by  California  is  the  move  that 


122 


THE    VALLEY    ROAD 


H.  LlEBES 

(President  H.  Liebes  &  Co.) 


throws  off  the  yoke  of  the  Southern  Pacific  monopoly.  The  offer  of  $1,000 
for  every  $  J  0,000  subscribed  through  these  blanks  is  binding,  and  the  ten 
thousands  cannot  be  subscribed  too  rapidly. 

Upon  the  decision  of  the  Board  of  Directors  of  the  Road 

to  commence  work  at  Stockton  if  the  inducements  offered  were 

satisfactory,  a  visit  was  paid  to  that 
place  by  Claus  Spreckels  and  the  other 
directors,  and  consultation  held  with 
the  leading  citizens.  All  arrangements 
were  effected  on  a  basis  satisfactory  to 
all  parties.  Mr.  Spreckels  expressed 
himself  as  foUow^s  regarding  the  matter: 
"  I  saw  where  the  sticker  was  when 
we  reached  Stockton,"  he  said.  *'We 
had  expected  $200,000  at  first  from  that 
town,  but  asked  $150,000.  Thatw^as  the 
sticker.     I  said  that  for  one  I  would  be 

satisfied  with  $100,000,  and  then   the  rest  of  the  proposition 

went  through  with  a  rush.     Of  course,  matters  have  yet  to  be 

be  fully   arranged  up   there,    and    our   board    must    give    its 

consent." 

Vice-President  Whittier  returned    from   Stockton   feeling 

as    enthusiastic   over    the    prospects    of 

the     early    construction    of    the     San 

Joaquin  Valley  Railw^ay  as  any  of  the 

more  exuberant  of  his  fellow-directors. 
''The     people    of     Stockton     have 

promised  to  do  all  that  we  have  asked 

of  them,''  he  said.     "  They  have  offered 

a   magnificent    water    front,    admirable 

locations    for     passenger    stations    and 

freight    yards,    and    rights-of-way    not 

only  through  the  best  part  of  their  city  a.  h.  loughboeough 


S.    F.    AND    S.    J.    V.    RY. 


123 


C.  H,  Maass 
(Secretary  B.  Grace  &  Co.) 


even  beyond  the  San  Joaquin  county  line  to  the  Stanislaus 

River.     I  tell  you  it  is  a  magnificent  start  for  the  new  road. 

We  shall  be  able  to  go  to  work  at  once  and  show  the  people 

of  the   State  that  we  are  in  earnest  in  our  endeavor  to  give 

them    a   competing   railroad.     The   construction   south    from 

Stockton  will  be  rapid  and  comparatively 

inexpensive,  as  there  are  few  obstacles 

in   the   way  and    only  one    drawbridge 

necessary  to  be  built  in  the  vicinity  of 

Stockton." 

On  April  5th  the  conditions  of  the 

trust   of  the    San    Francisco    and     San 

Joaquin  Valley  Railway  Company  were 

to  be  acted  on  by  the  stockholders    in 

meeting   assembled,    and    nine   trustees 

elected  to  execute   its  provisions.     The 

number  of   shares  thus   far   subscribed 

was  22,981,  and  under  the  articles  of  agreement  a  three-fourths 

vote,  equivalent  to  17,241  shares,  in  the  affirmative  was  required 

for  the  adoption  of  the  pooling  plan. 

In  its  final  form,  the  conditions  of  trust  differed  in  some 

respects   from    that    alread}^   published. 

Previously  to  the  general  meeting 
of  stockholders  the  Committee  on 
Pooling  met  and  added  the  following 
clauses,  more  firmly  binding  the 
trustees  and  circumscribing  their 
powers.  It  was  declared  that  the 
trust  certificate  ''  shall  be  valid  and 
sufficient  when  signed  by  a  majority  of 
said  trustees,"  whose  number  was 
increased  from  seven  to   nine.     At  the 

Jos.  Macdonough 


124 


THE   VALLEY    ROAD 


end  of  the  fourth  paragraph  the  following 

clause  was  added  : 

And  the  said  trustees  further  agree  that 
the  said  road  shall  not  be  leased  to,  nor 
consolidated  with,  any  company  which  may  own, 
Control,  manage  or  operate  any  of  the  roads  now 
existing  in  the  San  Joaquin  Valley,  and  the 
tiustees  shall  not,  nor  shall  their  successors, 
h;i  ve  any  power  as  stockholders  to  assent  to  any 
such  consolidation  or  lease,  or  in  any  way  to  put 
the  said  road  under  the  same  management  as 
th  it  of  any  other  railroad  now  existing  in  the 
Slid  San  Joaquin  Valley. 


Alex  Mackay 
( \lexander  Mackay  &  Son) 


I  «  •*  V 


To  the  sixth  and  final  paragraph  was  added  : 

And  it  is  further  agreed  that  the  trustees  and  their  successors,  holding 

under  and  by  virtue  of  the  terms  of  this  agreement,  shall  be  ineligible  to 

hold  any  position  or  office  of  profit,  or  as  director  or  otherwise,  in  the  said 

-        San  Francisco  and  San  Joaquin  Valley  Railway 

j      Company,  and  that  the  said  trustees  shall  not  at 

any  time  furnish  any  supplies  U)  said  corporation, 

or  be  interested,  directly  or  indirectly,  in   any 

contract  with  the  said  corporation  other  than  as 

trustee,  and  shall  act  as    such    trustee  without 

compensation. 

Another  amendment  was  made  by 
the    meeting    of    shareholders    on    the 
motion  of  Mr.  Belshaw,  for  the  purpose 
of  being  incorporated  in  the  conditions 
M.    X..  .^  of  the  trust.     It  reads  as  follows  : 

Atheeton   Macondray 

(Macondrayctco.)  ^^^  ^^^^^^  ^^  ^  Certificate  shall  have  the 

same    right    to    knoAV    the   business    of    the  company    as   if    he    were   a 
stockholder. 

In  its  amended  form,  the  plan  of  the  pooling  agreement 
was  that  it  should  be  engrossed  and  then  signed  by  a  number 
of  the  larger  stockholders,  aggregating  $2,000,000  or  so.  The 
trust  certificates  were  also  prepared,  and,  as  rapidly  as  possible, 


^ 


F.    AND    S.    J.    V.    RY. 


125 


M.  Jaspek  McDonald 


the  shares  of  the  stock  were  transferred 
^--^  to  the  trustees  and  the  receipts  given  to 

ll^gk  the  subscribers. 

\Aj  The  nine  trustees  recommended  by 

the  pooling  committee  were  : 

A.  B.  Spreckei.s  James  Cross 

Daniel  Meyer  Thomas  Bhown 

James  D.  Phelan        F.  W.  Van  Sicklen 
Lovell  White  Christian  De  (Juigne 

O.  D.  Baldwin 

Mr.    Adolph    B.    Spreckels    is    the 

representative  of  the  Spreckels  interest 

in  the  new  railroad,  amounting  to  $700,000,  of  which  $500,000 

is  held  by  Glaus  Spreckels,  $100,000  by  John  D.  Spreckels, 

and  $100,000  by  himself.     He  is  a  native  of  San    Francisco, 

and,  with  the  exception  of  a  few  years   passed   in   school  in 

Germany    and    two    years    spent    in 

Philadelphia,    has    always    lived    here. 

He  is  associated  with  his  father  and  his 

brother   in    the    sugar   business   and   in 

ocean    transportation,  and    has    the 

reputation    among    the    banks    and 

commercial  houses  of  being  a  v^ery  bright 

business  man.    He  is  Supervisor  from  the 

Tenth  Ward,  and  is  one  of  the  minority 

of  four  in  that  body. 

Mr.  James  Gross  represents  the 
Hobart  Estate  Gompany,  which  has  $50,000  worth  of  stock  in 
the  new  enterprise.  He  was  the  chief  clerk  of  the  late 
W.  S.  Hobart,  was  one  of  the  executors  under  his  will,  and 
is  President  of  the  Hobart  Estate  Gompany. 

Mr.  Daniel  Me^^er  is  the  well-known  financier  and  banker. 
He    came    to  this   coast   in    1850,    and    since    1864   has  been 


J  AS.    McNAB 

(McNab  &    Smith) 


126 


THE    VALLEY    ROAD 


engaged  in  money  matters.  His  reputation  for  business 
acumen  is  unsurpassed.  He  was  one  of  the  promoters  of 
the  San  Joaquin  Valley  Railway  project,  and  was  largely 
instrumental  in  placing  it  upon  its  feet. 

Thomas  Brown  is  the  Cashier  of  the  Bank  of  California, 
the  Treasurer  of  the  San  Joaquin  Valley  Railway  Company. 
He  is  a  Pennsylvanian,  seventy  years  of  age,  served  under 
William   Ralston   as   Assistant    Cashier,    and   when    Ralston 


J  AS.  Madison 
(Secretary  A.  F.  Tenny  Co.  and  Alaska  Commercial  Co.) 

became  President  succeeded  him  as  Cashier  of  the  bank — a 
position  which  he  has  held  since  1867.  He  is  a  man  of  large 
experience  and  decision  of  character.  The  Bank  of  California 
has  been  active  in  the  promotion  of  the  competing  railway 
interests  in  the  San  Joaquin  Valley. 

James  D.  Phelan   is  a  native  of  San  Francisco,  and  the 
only  son  of  the  late  James  Phelan.     He  was  born  on  April  20, 


S.    F.    AND    S.    J.    V.    RY. 


127 


1861,  and  is  a  millionaire  and  a  progressive  man.  He  is  a 
Native  Son  of  the  Golden  West,  President  of  the  Hall 
Association  of  that  order,  and  President  of  the  Mutual 
Savings  Bank.  He  was  one  of  the  subscribers  to  the  Salt 
Lake  Railroad  Company,  which  expended  $60,000  in  making 
•surveys,  a  subscriber  to  the  North  American  Navigation 
Company,  and  represents  $40,000  worth  of  stock  in  the  new 
•enterprise,  also  $10,000  in  Santa  Clara  County,  conditional  on 


\"'^^^^^T^^^m 

v\  I 

!           ^  ^  JHb—J 

J  'y 

VxS 

^^^^^^^EJ^^HIB 

I  ^^ 

--  Vvii 

Li  7  — 

-^ 

m  ll^PI^^H 

\d^ 

^■— *Ji 

"^     ¥         ^ 

>— v^X 

»!*->_ 

~^^ 

^^^^^■^^^         fl 

^O 

-'  V^  '1 

V'oK  "~- 

^^7 

^^^^^^^^Nj^^^^^^^^^^^^^^    ^H 

V^   V 

/  /  r 

1   \  A 

Chas.  Main 
(Main  &  Winchester) 

a  road  being  constructed  down  that  valley.  Mr.  Phelan  is  a 
student,  a  thinker,  and  has  pronounced  views  on  transportation 
matters. 

F.  W.  Van  Sicklen  is  another  young  man,  but  more 
particularly  the  representative  of  the  mercantile  element  in 
the  trust.  Hs  is  a  native  of  Vermont,  thirty-nine  years  of 
age,  but  for  twenty  years  h^- be^^rr^GOHknected  with  the  firm  of 

^^'^    Of  TH^.  "^^ 

IUNI7BRSIT7] 

V  />^  ©»•       ^W 


128 


THE    VALLEY    ROAD 


Dodge,  Sweeney  &  Company.     Mr.  Van  Sicklen   is  one  of  the 

most  active  competitive  transportation  men  in   this  city.     He 

Avas  a  promoter  of  the  chpper  ship  line,   a    member  of  the 

North  American  Navigation   Company, 

is    a   member  of  the    Executive    Com- 

^ft^^  m  mittee  of  the  Traffic  Association  and  one 

P  {  of  the  committee  of   promoters  of  the 

*    *        ^  San  Joaquin  Valley  Railway,  in  which 

capacity    he    has    done    effective    work 

^  1117"  k  among  our  business  men. 

^^m     ^  ^^^^  Lovell  White  is   the  Cashier  of  the 

^^^L        -^^^^     g^j^    Francisco    Savings    Union,   which 

^t^^L^mt^K^a     ^^^^  ^^^^  ^^^^  bank  to  give  impetus  to 

J.  H.  Mangels  l^^c  competitivc  raih'oad  by  a  tender  of 

$50,000.     He   is   a   native  of   Newport, 

New  Hampshire,  sixty-eight  years  old,  and  has  held   the  dual 

position   of  Secretary  and   Cashier  of  the  Savings  Union   for 

the  last  twenty-five  years. 

Christian  de  Guigne  is  a  native  of 

France.     He  came  to  this  city  eighteen 

years  ago,  when  he  opened  the  Comptoir 

d'Escompte  as  its  manager.     He  married 

a  daughter  of  Mrs.   John    Parrott,   and 

for    the     last     seven    years     has    been 

connected  with  the  Parrott  Estate.     Mr. 

de  Guigne  is  connected  with   James  B. 

Stetson  and  Antoine  Borel  in  the  North 

Pacific  Coast  Railroad. 

O.  D.  Baldwin  is  a  millionaire  ^vho 

has  made  most  of   his  money  in   San  Francisco  real  estate. 

He   is  prominent   in  public    enterprises,   and    in    addition  to 

being   a   stockholder    in    the   new  road    is    interested    in   the 


Geo.  T.  Mayre,  Jr. 


Daniel  Meyer 
James  Cross 
James  d.  PHEiAh 


Thomas  Brown  Lovell  White 

Adolph  B.  Spreckels 


C.  D.  Baldwin 

c.  De  Guigne 

F.  W.  Van  Sicklen 


TRUSTEES  OF  THE  SAN  FRANCISCO  AND  SAN  JOAQUIN  VALLEY  RAILWAY 


S.    F.    AND    S.    J.    V.    RY.  129 

Nicaragua  Canal.     He  is  Vice-President  of  the  American  Bank 
and  Trust  Company. 

Isaac  Upham  called  the  meeting  of  stockholders  of  the 
San  Joaquin  Valley  Railway  Company 
to  order  in  the  rooms  of  the  Chamber 
of  Commerce.  There  was  a  large 
attendance.  He  stated  that  the  object 
was  to  consider  the  plan  for  the  pooling 
of  the  stock  and  the  election  of  Trustees. 
Claus  Spreckels  was  chosen  Chairman 
and  E.  F.  Preston,  Secretary. 

Before    proceeding    to    business, 
Thomas  Brown  announced  that  it  would 

Albkkt  Miller 

be  gratifying  to  Secretary  Tobin  of  the     (president  s.f.  savings  union) 
Hibernia  Bank,  which  had  donated  $50,000,  that  stock  to  that 
amount  should  be  issued  to  charitable  organizations  which  he 
would  designate.     Alvinza  Hayward  moved  that  the  Trustees 

™__. -,^,.^-.— — ,      to  be  elected  should    be   authorized   to 

'      make  such  disposition  of  the  donation, 

^...^.^H  which  was  carried. 

^'^^^^^fc  The    report  of    the    Committee   on 

i^^^p  the  Trust  was  read  by  Secretary  Preston, 

^^"^BP^  recommending     the     adoption    of     the 

^^^K^'^^^^^      pooling   agreement  and  the  election    of 

I^I^^HBmHHII      the  Trustees  already  mentioned. 

r  ^  He  then  proceeded  to  call  the  list 

of    shareholders    with    the    number   of 

(Stewart  Menzies  &  Co.)         sharcs  sct  oppositc  their  namcs,  on  the 

proposition   to   adopt    the    trust    plan. 

There  were  some  proxies,  but  most  of  the  stock  was  voted  by 

the  holders,  and  there  was  not  a  voice  in  the  negative.     The 

9 


130 


THE    VALLEY    KOAD 


result  was  announced  as  follows:  Total  number  of  shares, 
22,981;  necessary  to  adopt  the  plan,  17,241;  cast  in  the 
affirmative,  19,443.  The  trust  was  therefore  declared  adopted 
and  the  trustees  elected. 

On  the  16th  a  Committee  on  Preliminary  Survey  was 
appointed  by  the  Board  of  Directors  of  the  San  Francisco 
and  San  Joaquin  Valley  Railway  Company,  consisting  of 
Robert  Watt,  Charles  Holbrook,  and  Thomas  Magee,  who  were 
in  full  charge  of  the  engineering  force  in  the  field.  From 
this  committee,  Chief    Engineer    Storey    should    receive    his 


W.  W.  Montague 
(President  W.  W.  Montague  &  Co.) 


J.  W.  MORSEHEAD 

(President  Am.  Improvement  Co.) 


instructions  with  reference  to  making  surveys  south  from  the 
China  Basin  and  from  Oakland  towards  the  great  valley  of 
the  interior.  The  members  of  the  committee  were  expected  to 
look  over  the  various  routes  themselves. 

Lewis  Gerstle  having  resigned  from  the  directorate,  Leon 
Sloss,  also  of  the  Alaska  Commercial  Company,  was  elected  to 
fill  the  vacancy.  The  withdrawal  of  Mr.  Gerstle  was  due 
partly  to  ill-health  and  partly  to  his  intention  to  travel, 
which  would  prevent  his  giving  the  time  and  attention  to 
the  affairs  of  the  new  road  that  its  importance  demanded. 


IUIIVBESIT7J 

S.    F.    AND    S.    J.    V.    KY. 


131 


On  the  same  day  the  Valley  Railway  ordered  the  immediate 
purchase  of  two  thousand  tons  of  62^-pound  steel  rails  for  cash 
at  New  York,  and  a  dispatch  to  that  effect  was  sent.  The  rails 
were  for  immediate  use  in  case  the  necessity  should  arise 
before  those  purchased  under  contract  could  arrive.  They 
were  shipped  as  ballast  on  the  steamer  Washtenaw,  under 
contract  to  the  Johnson-Locke  Mercantile  Company,  the 
steamer  being  able  to  complete  the  voyage  in  about  ninety 
days.  Both  Vice-President  Whittier  and  Director  Stetson 
denied  that  the  ninet}^  days'  proviso  in  the  Stockton  grant  of 


:^ 


Jos.   N.  MUNIER 


O.  W.  NORDWELL 


a  right  of  way  had  any  bearing  on  the  order.  They  said  it  was 
calculated  that  the  two  thousand  tons  of  rails  would  reach 
Stockton  about  July  1st.  The  rails  that  might  be  sent  out 
under  the  ten  thousand-ton  contract  would  probably  not  arrive 
before  the  last  of  September  or  the  first  part  of  October,  as  they 
would  undoubtedly  be  shipped  by  sailing  vessel  around  the 
Horn. 

All  of  the  rails  were  bought  in  the  East,  as  the  local  mills 
could  not  compete  for  them,  not  having  the  necessary 
machinery  to  manufacture  rails  of  the  required  weight. 


132 


THE    VALLEY    ROAD 


r 


N.  Ohlandt 
(N.  Ohlandt  &  Co.) 


i»MM»*»-™M™ai|  On  April  13th,  the  San  Francisco 

^pNi^|li.    ^j     Examiner  sent  a  special  train    through 

mm  ^Hi     the    San   Joaquin  Valley    soliciting 

^^  I     subscriptions   for  the   Road  and  every- 

m  mKm        '^     where  found  unbounded  enthusiasm. 

While  the  result  of  the  trip  did  not 
show  as  heavy  an  amount  subscribed  as< 
had  been  hoped  for,  it  was  evident  that 
many  residents  of  the  Valley  felt  that 
they  were  compelled  to  postpone  their 
subscriptions  until  more  definite 
information  of  the  route  selected  could  be  given  later  on. 

During  the  months  of  April  and  May  a  great  deal  of  time- 
was  spent  by  the  Harbor  Commissioners,  Governor  Budd,  and 
Mayor  Sutro,  over  the  discussion  of  the  lease  of   the  China 
Basin,  as  authorized  by  the  Act  of  the 
Legislature.    A  great  many  amendments 
to  the  original  draft  of  the  lease  were 
offered     by    Mayor     Sutro    and     other 
members   of    the   Commission,  and    at 
times     it    seemed    as    if     the     whole 
proposition  might  fall  through  because 
of    the   extreme   care   exercised  by  the 
Mayor   and    others   in    the   drafting   of 
the   document.      Once   or  twice   during 
the  discussion  at  the  numerous  meetings 
the  scene  was   decidedly  dramatic,  with 

Attorney  Preston  and  some  of  the  Directors  on  the  one  side,, 
and  the  Harbor  Commissioners  on  the  other. 

The  lease  declared  that  the  San  Francisco  and  San  Joaquin 
Valley  Railway  did  not  possess  any  terminal  facilities  in  this- 
city  and  therefore  fulfilled  the  conditions  of  the  law.     It  also. 


G.  Orsi 


S.    F.    AND    S.    J.    V.    RY, 


13:^ 


Henry  Payot 
(Payot,  Upham  &  Co.) 


set  forth  that  the  China  Basin  was  a  fit 

and  proper  location   for   such  terminal 

facilities,    and    defined    in    what    they 

should  be  deemed  to  consist.    It  required 

that  the  San  Joaquin  Valley  Company 

should  by  resolution  decide  to  lease  the 

lands  on  the  conditions  set  forth,  about 

24^    acres,    at  a    rental   of    $1000   per 

annum  for  fifty  years,   and  authorized 

its   President  and   Secretary  to  execute 

the    document.      The    lease    further 

provided  that  in  case  of  default  on  the  part  of  the  Company 

the   Harbor  Commissioners  might  re-enter  on  the  premises, 

and  forbade  any  assignment  or  transfer  of  the  property  by  the 

lessee.     An  important  provision  of  the  lease  is  that  the  San 

Joaquin  Valley  Company  shall  construct 
and  have  in  operation  one  'hundred 
miles  of  road  within  ten  years  of  its 
execution. 

On  May  22,  1895,  the  Board  of 
Directors  placed  a  contract  for  three 
engines  for  construction  work,  the  first 
engines  ordered  up  to  this  time.  The 
contract  was  made  with  the  Baldwin 
Locomotive  Works  of  Philadelphia, 
through  their  agents,  Williams,  Dimond 
and  Co.,  of  this  city.     They  weigh  about 

sixty- five  tons   each   and  are  capable  of    drawing   over   fifty 

loaded  thirty  ton  cars  on   a  level,  or  a  total  of  twenty-five 

hundred    tons    in   all.     The   engines   will   be    provided    with 

Westinghouse  air  brakes. 

On  Tuesday,  May  the  28th,  the   China  Basin   lease  was 


A.  B.  [Patrick 
(A.  B.  Patrick  &  Co.) 


134 


THE    VALLEY    ROAD 


formally  accepted  by  the  Directors  of  the  San  Francisco  and 
San  Joaquin  Valley  Railway.  Acting  President  Watt  and 
Secretary  Mackie  were  authorized  to  execute  it  on  the  part  of 
the  Company.  Before  reaching  this  conclusion,  not  only  was 
the  indenture  carefully  considered  as  to  its  legal  provisions 
with  Attorney  Preston,  but  Chief  Engineer  Storey  was  called 
in  with  his  maps  to  verify  the  descriptions  of  the  property. 

The  contract  for  the  supply  of  300,000  redwood  ties  was 
awarded  to  L.  E.  White  &  Co.  of  San  Francisco  and  Mendocino 
County  at  28  cents  apiece.     The  total  is  $84,000.     There  were 


E.  A.  Phelps 
(Phelps  &  Miller) 


B.  D.  Pike 
(Coblentz,  Pike  &  Co.) 


thirty-five  bids  in   all,  and  the   contract  went  to    the  lowest 
bidder. 

On  July  8th,  Governor  Budd,  Mayor  Sutro,  and  the  Harbor 
Commissioners,  E.  L.  Colnon,  Daniel  T.  Cole,  and  F.  S. 
Chadbourne,  were  present  in  the  rooms  of  the  Harbor 
Commissioners  to  represent  the  interests  of  the  city  and 
State  in  the  matter  of  the  lease  of  China  Basin,  and  Robert 
Watt,  vice-president,  and  Alexander  Mackie,  secretary, 
represented  the  Valley  Railway  Company. 


S.    F.    AND    S.    J.    V.    IIY. 


lUBITBESITTl 


135 


After  a  few  remarks,  the  Mayor  moved  the  adoption  of  a 
resokition  ratifying  the  lease,  and  Commissioner  Chadbourne 
seconded  the  motion.  A  unanimous  vote  was  recorded,  and 
the  lease  was  passed  around  for  signature.  The  signatures 
were  affixed  on  the  original  and  duplicate  of  the  lease  in  the 
following  order  :  Governor  James  H.  Budd,  Mayor  Adolph 
Sutro,  President  E.  L.  Colnon,  Commissioners  Daniel  T.  Cole, 
and  F.  S.  Chadbourne,  and  then  Robert  Watt  and  Alexander 
Mackie  for  the  Valley  Railway.  The  signatures  were  sworn  to 
before  a  notary  public,  and  so  the  lease  was  signed  in  due  form. 


Geo.  H.  Pippy 
(.Coope  &  Pippy) 


J.  F  Plagemann 
(Siebe  Bros.  &  Plagemann) 


The  application  of  the  San  Joaquin  Valley  Railway 
Company  for  a  right  of  way  from  the  China  Basin  to  the  San 
Mateo  county  line  and  the  conditions  of  the  lease  of  the 
Basin  came  up  before  the  Board  of  Directors  on  Monday, 
April  22d. 

The  directors  filed  a  petition  to  the  Board  of  Supervisors 
asking  for  certain  rights  of  way  and  other  privileges 
on  certain  streets  of  the  cit3^  The  petition  was  referred  to 
the  Street   Committee.      It   was   signed   by   Claus   Spreckels 


136 


THE    VALLEY    KOAD 


and  embraced  a  route  running  along 
the  bay  shore  to  the  San  Mateo  County 
line. 

The  petition  is  at  present  in 
abeyance,  to  be  taken  up  later  on, 
when  the  proper  time  arrives. 

The  right-of-way  asked  for  will 
make  a  much  more  direct  route  into 
San  Mateo  County  than  the  line  now 
in  use  by  the  Southern  Pacific  Co. 


John  Partridge 
(Dutton  ct  Partridge) 


IN  THE   SAN   JOAQUIN   VALLEY 
An  Artesian  Well. 


S.    F.    AND    S.    J.    V.    RY. 


137 


E.  B.  Pond 


9HHHK  '  During  April,  Stockton  had  nearly 

H^^^  raised    the    necessary    money,    and    an 

P"    ^  ^  agreement    was    entered    into    between 

L^         ,.  the   San    Francisco    and     San    Joaquin 

™*  '-^m  Valley   Railway  Company   on    the  one 

'  ^A '^lillP^laHl  part,  and  on  the  other  by  P.  B.  Fraser, 
^ftM^nj^  Sidney  Newell,  F.  M.  West,  William 
^^^^^L  ^^^H  Inglis,  and  I.  S.  Bostwick,  of  Stockton, 
■j^^l^^^^^^H     as     trustees    for     the    donors     to     the 

company  of  lands  and  rights-of-way  in 
the  city  of  Stockton,  of  the  rights-of-way 
in  San  Joaquin  County,  and  of  the  fund  of  money  donated 
in  that  county  for  the  purchase  for  the  road  of  other  rights-of 
way  in  the  county  and  other  lands  and  rights-of-way  in 
the  city. 

The  Railway  Company  agreed  to 
construct  and  operate  a  railroad  from 
Stockton  to  a  point  in  Kern  County. 
In  return,  the  Stockton  trustees  obligated 
themselves  to  convey  to  the  San 
Francisco  and  San  Joaquin  Valley 
Railway  Company  rights-of-way  one 
hundred  feet  wide  along  the  line  of 
the  adopted  survey  for  the  railroad 
from  the  city  of  Stockton,  through  San 
Joaquin  County  to  the  boundary  line 
between    San    Joaquin    and    Stanislaus 

counties.  They  further  contracted  to  convey  to  the  Railway 
Company  the  following  land  in  the  city  of  Stockton: 

Blocks  numbered  14,19,  21,  22,  23,29,  south  of  Moimon  Channel 
and  various  other  lands  for  terminal  facilities  and  a  right-of-way  on  the 
streets  through  the  city. 


Frank  Pinkham 


% 


188 


THE    VALLEY    ROAD 


F.  B.  Peterson 
(F.  B.  Peterson  Co.) 


The  Stockton  trustees  further 
agreed  to  aid  the  San  Joaquin  Valley 
Railway  Company  to  obtain  the 
franchises  and  rights-of-way  in  Stockton 
it  had  applied  for  or  might  hereafter  agree 
to  accept,  and  to  obtain  subscriptions  to 
the  capital  stock  of  the  company  to  the 
amount  of  $100,000.  All  this  was  to 
be  done  within  sixty  days  from  the 
signing  of  the  agreement.  On  the 
other  hand,  the  San  Francisco  and  San 
Joaquin  Valley  Railway  Company  covenanted  upon  the 
conveyance  to  it  of  the  lands  and  rights-of-way  in  Stockton 
and  across  San  Joaquin  County  to  the  boundary  of  Stanislaus 
County  and  the  deliver}''  to  it  of  the  subscription  of  $100,000 
of  its  capital  stock,  to  begin  within  sixty 
days  thereafter  the  construction  of  a 
railroad  at  and  in  the  city  of  Stockton, 
and  unless  delayed  or  prevented  by 
unforeseen  or  unavoidable  causes,  to 
prosecute  continuously  the  work  of 
construction  of  the  railroad  therefrom 
to  completion  to  a  point  in  Kern 
County,  and  thereafter  to  operate  such 
road. 

The  San  Francisco  and  San  Joaquin 
Valley   Railway    Company    further 

contracted  and  agreed  that  it  must  not  divert  any  of  the 
property  mentioned  in  the  agreement  from  any  of  the  uses 
for  which  it  shall  have  been  conveyed,  namely,  from  any  of 
the  purposes  for  which  the  Railway  Company  was  organized 
and   incorporated,    and    that    it   would  not    permanently  use 


Theodore  F.  Paynb 


S.    F.    AND    S.    J.    V.    RY. 


139 


the  property   for  any   other   than  such 
purposes. 

At  this  time,  according  to  the  pub- 
lished report,  the  Stockton  Commercial 
Association  showed  the  condition  of 
affairs  in  that  city  on  the  1st  instant 
as  respects  the  competing  road.  The 
stock  subscriptions  amounted  to  $85,000 
of  the  $100,000  pledged,  while  there 
were  cash  donations  of  $68,338.20  with 
which  to  make  realty  purchases,  the 
price  of  the  lands  being,  by  agreement,  $69,700. 


Henry  Miller 
(Miller  &  Lux) 


Sunday,  July  7, 1895. — The  rails  for  the  road  from  Stockton 
to  the  Stanislaus  River  arrived  on  the  steamer  Washtenaw. 

Monday. — The  lease  of  the  China 
Basin  to  the  Valley  Road,  signed  by  the 
Governor,  Mayor,  Harbor  Commissioners 
and  officials  of  the  Road. 

Tuesday.  —  Contracts  let  for  the 
grading  of  the  road  through  the  city 
of  Stockton  and  for  all  bridges  to  the 
Stanislaus  River.  Condemnation  suits 
for  the  four  last  rights-of-way  to  that 
river  begun. 

W.  p.  Redington 
(Redingtou  and  Co.) 

This  is  the  history  of  the  San 
Francisco  and  San  Joaquin  Valle}^  Railway  for  the  most 
important  three  days  of  the  road's  history  since  the  project 
first  became  a  certainty. 

The  Directors  of  the  Valley  Road  had   a  long  session  on 
July  20th.     The  bids  before  them  required  many  calculations, 

;U1II7ERSIT7] 


140 


THE    VALLEY    ROAD 


and  the  events  of  the  past  few  days  had  been  so  full  of 
activity  and  interest  for  the  Road  that  the  Directors  had 
much  to  talk  about. 

The  bids  for  grading  were  easily  settled.  These  bids  had 
been  asked  from  residents  of  Stockton  only,  as  the  Directors 
had  determined  that  when  money  is  spent  in  any  city  it  shall 
be  disbursed  only  to  actual  citizens  of  that  city,  if  possible. 
This  plan  was  carried  out  in  the  Stockton  work,  and  bids 
were  asked  from  Stockton  men  only.     Three  responded. 

The  bids  were  regarded  as  satisfactory,  and   the  contract 


/fr. 


Adolph  Roos 
(RooH  Bros  J 


ACHII-LE    Rous 

(Roos  Bros.) 


was  finally  awarded  to  R.  R.  Thornton  at  about  $15,000.  His 
bond  was  fixed  at  that  amount.  Mr.  Thornton  was  notified 
by  telegraph,  and  he  replied  that  he  would  file  his  bond  at 
once  and  go  right  to  work.  The  contract  was  closed  as  soon 
as  the  bond  was  received  and  approved. 

The  lumber  bids  were  divided  into  three  lots.  The  Albion 
Lumber  Company  received  the  contract  for  the  redwood 
lumber;  the  Dollar  Lumber  Company,  for  the  piling;  and 
P.  A.  Buell  &  Company,  for  the  pine  lumber.  The  figures  on 
these  contracts  were  not  given  out. 


S.    F.    AND    S.    J.   V.    RY. 


141 


On  Aug.  18th,  the  Directors  of  the  new  road  let  several 
important  contracts  for  the  extension  of  the  road  from  the 
city  limits  of  Stockton  to  the  Stanislaus  River.  The  first 
twenty-five  mile  contract  was  obtained  and  carried  out  by 
Grant  Bros.,  Angus,  A.,  L.  A.,  and  Jno.  R.,  and  was  finished  in 
the  remarkably  short  time  of  three  months.  They  employed 
on  this  work  no  less  than  one  hundred  and  twenty  teams  and 
two  hundred  men. 

Cotton  Brothers,  of  Oakland,  received  the  contract  for 
constructing  the  bridges.     The  S.H.Harmon  Lumber  Company 


Lt§ 


Emil  Kohte 
(Kruse  and  Euler) 


J,  E.  KUGGLES 

(Dodge,  Sweeney  and  Company) 


got  the  lumber  contract.     P.  A.  Buell  &  Company  secured  the 
contract  for  piling  and  ties. 

As  it  will  be  seen,  the  chapter  closes  with  many  of  the 
most  important  obstacles  to  the  Road's  progress  removed,, 
many  grave  questions  settled,  and  much  good  work  done. 
All  these  events  were  followed  by  the  daily  press  with  the 
greatest  interest,  and  in  particular  the  days  when  Mayor 
Sutro's  objections  to  the  China  Basin  lease  caused  that  matter 
to  hang  in  the  balance,  public  attention  was  on  the  strain. 
Opinions   varied.      Some  remembered  how   many   promising 


142 


THE    VALLEY    ROAD 


schemes  had  proved  but  wiles  of  the  adversary,  and  desired 
all  possible  precautions.  Others  feared  that  so  much  of 
suspicion  would  chill  the  ardor  of  the  men  engaged  in  a  work 
that  was  of  so  vital  import  to  all. 

When  the  lease  was  finally  signed  a  great  sense  of  relief 
came  over  the  community.  It  applauded  the  Valley  Road 
people  for  their  persistence  and  success  in  overcoming  all 
objections. 


ON   THE   LINE   OF  THE   VALLEY   ROAD 
I,and  to  be  Irrigated  near  Escalon,  San  Joaquin  County. 


THE    RAILROAD    COMMISSION    OF    CALIFORNIA 


143 


VIII, 


'UFI7BRSIT7] 


THE  RAILROAD  COMMISSION  OF  CALIFORNIA. 


PROPER  understanding  of  the  intense 
antipathy  of  Californians  to  the 
methods  of  the  Directors  of  the 
Southern  Pacific  Company,  can  more 
easily  be  had  by  a  short  story  of  the 
doings  of  the  Railroad  Commissioners, 
telling  how  and  why  the  present  Board 
has  had  its  hands  tied  by  the  monopoly 
by  means  of  an  injunction  issued  from  a 

United  States  Circuit  Court.     A  citizen  from  the  East  learning 

these  facts  for  the  first  time,  will  understand  why  the  building 

of  a  local  competing  road  is  supported  with  enthusiasm. 

Since  the  adoption  of  the  new  State  Constitution  in  1879, 

and   the  beginning   of   the   experiment  of   regulating   traffic 

affairs  by  means  of  a  Commission  of  three   members  elected 

from  districts, — every  Board  of  Railroad   Commissioners  has 

had    the    covert    threat    hanging    over 

their  heads  that  if  the  Directors  of  the 

Southern   Pacific    chose    to  do  so,   they 

could  have  the  creation  of  the  Board 

declared  unconstitutional  and  the  office 

abolished.      Through  threats,  promises, 

and    worse     methods,     in     which     the 

Directors   of   the    Southern    Pacific   are 

experts,  a  majority  of  every  Board  of 

Railroad    Commissioners   has    been 


A.  Russ 


144 


THE    VALLEY    ROAD 


L.  8 AEON  t 

(Louis  Saroni  &  Co.) 


influenced     in    their    favor,    until    the 
seating  of  the  present  Board. 

The  Board  of  Railroad  Commis- 
sioners, at  a  meeting  held  about  the 
middle  of  August,  1895,  considered  a 
resolution  introduced  by  one  of  its 
members  providing  for  a  reduction  of 
15  per  cent  of  the  grain  tariff*  of  the 
Southern  Pacific  Railroad  Company. 

The  corporation,  by  its  attorney^ 
J.  C.  Martin,  appeared  before  the  Board 

and  opposed  the  adoption  of  this  resolution. 

This    inquiry    lasted    several    days,    resulting     in    the 

introduction  by  the  Board  during  the  early  part  of  September, 

1895,  of  a  resolution    proposing  a  reduction  of  25    per  cent 

upon  the  general   freight   rates    of   the 

Company,    other   than    grain,    as    they 

existed   on   December    1,    1894,    and    a 

reduction  of    8  per  cent    on  the  grain 

tariff. 

The   resolution    was    treated    as 

divisible.  ' 

The  grain  tariff*  clause  was  adopted 

unanimously    on    September    12,    1895, 

and    the    25    per    cent    reduction    was 

adopted    on   the    following    day    by    a 

divided  vote  of  two  "ayes"  and  one  ''no." 

Nothing  was  done  by  the  board  relative  to  the  preparation 

of  a  schedule  under  the  25  per  cent  reduction  in  freight  rates 

generally,  but  a  grain  tariff*  was  adopted  in  accordance  with 

the  8  per  cent  reduction,  and  this  schedule  was  served  on  the 

Southern  Pacific,  September  26,  1895. 


Ben  J.  ScHLOss 
(Cerf,  Schloss  &  Co.) 


^£j>^ 


James  l.  Stanton  William  R.  Clark  H.  M.  LaRue,  president 

THE  PRESENT  BOARD  OF  RAILROAD  COMMISSIONERS 
The  first  Board  that  has  made  an  earnest  effort  to  regulate  fares  and  freights  in  California 


I 


■>-.7 


THE    RAILROAD    COMMISSION    OF    CALIFORNIA 


145 


C.  H.  Schmidt 


Under  the  law,  this  schedule,  so 
served,  went  into  effect  '^  within  twenty 
days  after  its  service." 

On  October  14,  1895,  or  about  three 
days  before  the  grain  rate  schedule 
became  effective  by  operation  of  law, 
the  Southern  Pacific  Company  instituted 
the  action  now  pending  in  the  United 
States  Circuit  Court. 

The  basis  of  this  action  was  a  bill 
of  complaint  praying  for  an  injunction 

pending  the  litigation,  restraining  the  Board  of  Railroad 
Commissioners  from  taking  any  action  whatever  under  the 
resolution  adopted,  or  in  fact,  in  any  way  reducing  the  freight 
or   passenger   rates   on    any   of    the   lines  within    this    State 

operated  by  the  Southern  Pacific 
Company  of  Kentucky;  and  further 
praying  that  such  injunction,  pendente 
lite,  on  the  final  hearing,  be  made 
perpetual. 

Accompanying  this  bill  w^ere  the 
affidavits  of  J.  C.  Stubbs,  Third  Vice 
President  of  the  Company;  C.  F.  Smurr, 
W.  G.  Curtis,  Assistant  General  Manager; 
and  George  T.  Klink,  Assistant  Secretary 
and  Controller,  all  of  them  supporting 
the  allegations  of  the  company. 
Upon  the  showing  of  these  affidavits  and  the  bill  of 
complaint,  and  at  the  request  of  the  attorneys  for  the  Southern 
Pacific  Company,  and  without  notice  to  the  attorneys  for 
the  Railroad  Commissioners,  Judge  McKenna,  in  chambers, 
granted     to    the    Southern    Pacific    Company    a    temporary 

10 


£.   SCHONWASSER 

(Davis,  Schonwasser  &  Co.) 


146 


THE    VALLEY    ROAD 


restraining  order  until  the  motion  for  an  injunction  could  be 
heard  and  determined. 

This  temporar}^  restraining  order  also  embraced  an  order 
directed  to  the  defendants  to  appear  and  show  cause  why  the 
injunction,  pending  litigation,  should  not  be  granted  as 
prayed  for  in  the  bill. 

After  two  postponements  of  the  case,  made  necessary 
by  amendments  to  the  complaint  of  the  Southern  Pacific 
Company,  the  case  was  finally  called  for  hearing. 

Shortl}^   before    the    time   fixed    for   the    argument,    the 


Ti'itfifilMFr 


^ 


Louis  Schoenberg 
(Golden  State  Bakery) 


Chas.  Schroth 
(Herman,  Westerfleld  &  Co.) 


government  of  the  United  States,  through  the  United  States 
District  Attorney,  H.  S.  Foote,  served  upon  the  Attorney- 
General  and  the  solicitor  for  the  corporation  a  notice  of 
intention  to  intervene  for  the  purpose  of  protecting  the 
interests  of  the  United  States  in  the  earnings  of  that  portion 
of  the  Central  Pacific  Railroad  Company  which  was  built 
with  Government  aid,  namely,  the  main  line  of  the  Central 
Pacific  from  San  Jose,  via  Niles,  Lathrop  and  Sacramento,  to 
Ogden, — a  distance  of  860  miles,  261  miles  only  of  which  road 
is  in  this  State. 


THE    RAILROAD    COMMISSION    OF   CALIFORNIA 


147 


M.   SCHUSSLER 

(M.  Schussler  &  Co.) 


This  intervener  was  allowed  by  the 
Court. 

The  defendants,  the  Board  of 
Railroad  Commissioners,  were  before 
the  Court  in  response  to  the  order 
to  show  cause  why  the  injunction 
'pendente  lite  should  not  be 
granted. 

In  the  course  of  the  proceedings 
on  this  order  to  show  cause,  the 
defendants  offered  in  evidence  the 
testimony   of   the   officers,    agents,    and 

heads   of  departments,    of    the    Central    Pacific   Railroad 

Company,   given   before   the   United    States  Pacific   Railway 

Commission  appointed  under  the  Act  of  Congress  approved 

March  3,   1887,  ''  authorizing  an  investigation   of  the  books, 

accounts,    and    methods,    of   railroads 

which     have    received    aid     from     the 

United  States,  and  for  other  purposes." 
This  commission  consisted  of  Robert 

E.  Pattison  of  Pennsylvania,  chairman; 

E.  Eller}^  Anderson  of  New  York,  and 

David  T.  Littler  of  Illinois. 

Their  investigation  was  held  in  this 

city  during  July,  1887,  and  their  report, 

headed    by    ex  -  Governor   Pattison,    of 

Pennsylvania,   is   a   scathing   rebuke  of 

the    bribery,    perjury,  and   corruption, 

of  the  Directors  of  the  Southern  Pacific  Company. 

Judge  McKenna  at  first  refused  to  admit  this  testimony, 

but  re-opened  the  question  for  argument,  and  after  a  strenuous 

legal  controversy,  lasting  three    days,   the   attorneys  for   the 


S.  H.  Seymour 


148 


THE    VALLEY    ROAD 


Mark  Sheldon 


Railroad  Commission  succeeded  in 
inducing  the  Court  to  reverse  its  ruling. 
This  testimony  was  read  to  the 
Court,  the  object  of  its  introduction 
being  in  contravention  to  certain 
allegations  of  the  plaintiffs  in  their  bill 
of  complaint. 

The  main  contention  of  the  law 
department  of  the  Southern  Pacific 
Company  is  that  a  fair  interest  on 
the  cost  of   the   railroad  would   not  be 

returned  if  the  rates  adopted  by  the  Railroad  Commisiioners 

were  enforced. 

On  this  point  we  cannot  do  better  than  to  quote  from 

a   dispassionate   article    in    the   San    Francisco   Examiner   of 

January  18th,  1896:— 

To  a  right  understanding  of  the  testimony 
in  the  injunction  suit  now  being  heard  before 
Judge  McKenna,  in  the  United  States  Circuit 
Court,  to  restrain  the  State  Railroad  Commission 
from  reducing  freight  rates,  a  brief  history  of 
the  way  in  which  the  Central  Pacific  Railroad 
was  built  and  how  it  grew  into  or  became 
absorbed  in  the  Southern  Pacific  of  Kentucky  is 
necessary. 

It  is  true  that  much  of  this  is  familiar,  but 
facts  and  figures  are  easily  forgotten,  and  in 
this  instance,  their  bearing  on  the  proposition  at 
issue  in  the  Circuit  Court  has  never  yet  been 
made  plain.  That  issue  briefly  concerns  the 
value  of  the  railroad  property  in  this  State  on 

which  the  law  says  reasonable  interest  must  be  paid  in  the  shape  of  rates 
for  freight  and  travel. 

The  building  of  the  Central  Pacific  was  begun  in  earnest  in  1867. 
Congress  had  authorized  the  Company,  composed  of  Huntington,  Hopkins, 
Stanford,  and  Crocker,  to  issue  bonds  guaranteed  by  the  government  at  the 
rate  of  $16,000  per  mile  on  the  easy  grades  and  $48,000  per  mile  on  the 


S.  M.  Shortridge 
(Deimas  &  Sbortridge) 


:■•« 


-■*5> 


pi  17  BE  SIT  7] 


THE    RAILROAD    COMMISSION    OF   CALIFORNIA 


149 


Dr.  C.  D.  Salfield 


mountainous  portion .  The  company  was 
authorized  further  to  issue  first  mortgage  bonds 
of  equal  amount  to  take  priority  as  a  lien  on 
the  road  to  the  Government  bonds.  They  issued 
bonds  for  the  full  amount  allowed — that  is, 
$27,000,000  Government  bonds  and  an  equal 
amount  first  mortgage  bonds — and  with  that 
money,  helped  out  by  subsidies  from  counties 
in  the  State  and  various  sources,  they  built  the 
road.  The  total  cost  of  the  Central  Pacific 
at  the  time  of  its  completion  in  1869  was 
$47,889,000. 

A  large  part — nearly  half — of  that  money 
was,  by  the  admission  of  the  builders,  wasted. 

Governor  Stanford  stated  to  the  Congres- 
sional Commission  held  in  1887  that  they  could  have  built  the  road  on 
their  own  first  mortgage  bonds — that  is,  for  $27,000,000 — had  they  not 
been  pushed  for  time  in  the  race  for  mileage  with  the  Union  Pacific. 
Under  the  same  Aot  of  Congress  the  Union  Pacific  had  the  same  incentive 
to  haste  in  the  shape  of  guaranteed  bonds,  and  the  Act  provided  for  a 

race.  The  companies  were  to  build  until  they 
met.  The  result  was  unparalleled  waste  in  order 
to  accomplish  speed  in  track  laying.  In  this 
mannerat  least  $27,000,000  were  added 
unnecessarily  to  the  cost  of  the  Central  Pacific. 
That  was  the  original  form  of  inflation. 

The  road  was  built  by  Charles  Crocker  to  the 
State  line,  and  there  are  no  means  of  ascertaining 
whether  or  not  he  profited  by  the  contracts. 
His  books  are  lost.  It  is  admitted  that  the 
st  ck  of  the  road  issued  to  him  in  part  payment 
was  all  profit,  but  whether  the  bonds  of  the 
road  which  were  issued  to  him  in  part  payment 
realized  more  than  he  spent  for  labor  and 
materials  may  never  be  known.  From  the  State 
line  to  Ogden  the  road  was  built  by  the  Contract 
and  Finance  Company.  This  was  a  device  invented  by  Huntington  by 
means  of  which  the  owners  of  the  road,  Huntington,  Hopkins,  Stanford 
and  Crocker,  incorporated  themselves  as  a  construction  company  and 
contracted  with  themselves,  as  directors  of  the  Central  Pacific  to  build  the 
road.  To  this  end  they  paid  themselves  all  the  money  that  the  bonds 
would  bring  and  voted  themselves  all  the  issue  of  capital  stock.  Whether 
the  money  realized  by  the  bonds  was  more  than  the  road  cost  will  never 


F.   SlEBRECHT 

(Proprietor  Engelberg's  Bakery) 


150 


THE    VALLEY    ROAD 


be  known  for  the  Contract  and  Finance  Company's  books,  like  those  of 
Charles  Crocker,  are  "  lost."  If  one  may  reason  from  other  transactions 
of  which  there  is  proof  and  from  the  significant  fact  of  the  disappearance 
of  the  books  so  opportunely,  it  is  fair  to  conclude  that  here  was  another 
form  of  inflation  of  cost  or  value  which  now  appear  to  be  used 
interchangeably. 

The  third  form  of  inflation  is  perhaps  the  most  important  and 
monstrous  of  all,  and  it  applies  equally  to  all  the  roads  in  the  control  of 
the  Southern  Pacific  to-day.  When  the  Central  Pacific  was  built  the 
owners  admit  the  stock  was  all  net  profit.  Its  par  value  was  $68,000,000^ 
but  for  some  time  it  was  not  marketable.  Ultimately,  however,  and 
within  a  very  few  years,  this  stock  became  worth  as  much  as  $40,000,000. 
In  fact,  the  road  paid  dividends   between  1872  and  1884  amounting  to  61 


0' 


Jno.  D.  Siebe 
(Siebe  Bros,  and  Plagemann) 


Fred  C.  Siebe 
(Siebe  Bros,  and  Plagemann) 


per  cent,  of  the  par  value.  The  whole  of  this  stock  was  absolutely^ 
fictitious.  It  represented  nothing  in  the  way  of  money  paid  in  for  building- 
the  road.  It  was  issued  solely  to  fulfill  the  legal  requirement  that  a  road 
cannot  issue  bonds  in  excess  of  its  capital  stock  Therefore  they  raised 
the  nominal  capital  by  degrees  to  $100,000,000,  of  which  they  issued 
$68,000,000.  Governor  Stanford  told  the  Congressional  Commission  that 
a  capital  stock  of  $10,000  would  have  served  the  purpose  of  the  owners  as. 
well  as  $100,000,000.  They  at  that  time  only  wanted  the  stock  to  control 
the  road.  There  was  no  idea  at  that  time  of  a  ruling  of  the  Supreme 
Court  of  the  United  States  that  railroads  may  charge  rates  which  will 
afford  them  reasonable  interest  on  the  money  they  have  invested.  To-day 
this  purely  fictitious  $68,000,000  stands  as  a  charge  on  the  industry  or 
three  States. 


THE    RAILROAD    COMMISSION    OF    CALIFORNIA 


151 


The  same  thing  is  true  of  all  the  other  roads  built,  owned  or  operated 
by  the  Southern  Pacific.  The  roads  were  built  on  the  money  provided  by 
the  sale  of  bonds.  The  issue  of  capital  stock  was  purely  a  gift  by  the 
owners  to  themselves,  and  its  nominal  amount  was  purely  arbitrary.  They 
might  present  themselves  with  1,000  shares  or  1,000,000  and  it  would 
make  no  particular  difference,  except  in  so  far  as  it  may  be  put  forward 
now  as  an  element  of  value  as  part  of  the  whole  property.  As  a  matter  of 
fact,  no  money  was  ever  paid  to  the  corporation  for  these  shares,  and  if  the 
holders  could  sell  any  of  them  to  the  public  later  they  were  just  so  much 
ahead  and  they  may  use  quotations  so  established  to  determine  the  value 
of  the  whole. 

These  are  the  three  principal  forms  of  inflated  values  which  it  is  now 
sought  to  be  made  a  charge  on  the  industry  of  California.     The  inflation  of 


r^ 


T.  B.  Simpson 
(Simpson  &  Millar) 


R.  G.  Sneath 
(President  Jersey  Farm  Co.) 


the  bond  and  the  capital  stock  may  be  estimated  in  figures  and  by  the 
admissions  of  the  four  associates.  The  inflation  due  to  exorbitant  prices 
paid  by  the  owners  to  themselves  for  construction  can  only  be  guessed  at 
in  connection  with  certain  instances  of  which  there  is  proof.  The  same 
thing  is  true  of  the  fourth  form  of  inflation  due  to  money  paid  for 
influencing  legislation  in  various  forms. 

One  of  the  instances  in  which  th^re  is  proof  of  exorbitant  prices  paid 
for  construction  is  that  of  the  building  of  the  road  to  Oregon  from  Delta  to 
the  State  line,  which  S.  F.  Douty,  of  the  Pacific  Improvement  Company, 
testified  cost  the  railroad  company  $7,000,000,  while  its  actual  cost  to  the 
contracting  company  was  about  half  that  sum.  The  Pacific  Improvement 
Company  was  only  another  device  built  on  the  lines  of  the  Contract  and 
Finance  Company,  and  for  the  same  purpose. 


152 


THE    VALLEY    ROAD 


David  J.  Staples 
(Pres.  Fireman's  Fund  Ins.  Co.) 


The  most  striking  instance,  however,  of 
this  sort  of  overcharge  is  found  in  the  manner 
in  which  the  California  Pacific  Railroad  was 
acquired  by  Huntington  and  his  associates. 

The  California  Pacific  is  the  road  along  the 
northern  shore  of  the  Sacramento  River  from 
Napa  to  Sacramento.  It  got  into  distress  in 
1871  and  Huntington,  Hopkins  and  Crocker 
bought  a  controlling  interest  in  its  stock  for  a 
little  work  done  by  the  Contract  and  Finance 
Company.  Briefly,  the  associates  caused  an 
issue  of  bonds  of  the  California  Pacific  for 
$1,600,000,  and  these  were  exchanged  for  76,000 
shares  of    stock.     That  is,  the  company  issued 

the  bonds  and  the  stockholders  took  them  in  exchange  for  the  76,000  shares 

which  were  given   to   Huntington   and   his   associates,    with   the   further 

condition  that  they  make  some  improvements  on  the  road.     The  associates 

took  charge  of  the  road  as  Directors,  and  eighteen  months  later  made  a 

contract  with  the  Contract  and  Finance  Company  to  make  the  repairs  for 

the    $1,600,000    in    bonds.      The   repairs   were 

estimatad  to  be  w^orth,  at  the  outside,  $60,000. 
Thus,  for  about  $60,000,  they  got   76,000 

shares  of  stock,   the   control  of  the  California 

Pacific    and     its    bonds    for    $1,600,000.      The 

manner    in    which    this    almost    incredible 

transaction    was   put   through   is    told    to   the 

Congressional   Commission   by    Lucius    E. 

Chittenden,    an    eminent    lawyer,    who    was 

conversant    with    the     facts.      Mr.    Chittenden 

said  : 

'•The  bonds  were  issued  on   September   1, 

1871,  and  delivered  to  the  parties  who  sold  the 
stock,  as  it  turned  out  afterwards,  all  of  these 
J, 600  bonds  as  the  contract  required.  Then, 
more  than  a  year  afterward,  to-wit,  in  November, 

1872,  this  substituted  contract  was  made  by  which  the  Contract  and  Finance 
Company  agreed  to  make  these  repairs  in  payment  for  those  bonds  which 
had  been  already  delivered.  The  claim  was  that  these  repairs  were  not 
more  in  value  than  $50,000  or  $60,000  at  the  outside,  and  consequently, 
because  of  the  inconsiderable  consideration  that  was  paid,  the  whole 
transaction  could  not  be  upheld  in  equity." 

"I  do  not  yet  know  how  the  76,000  shares  of  stock  found  their  way 


S.  Solomon 


THE    RAILROAD    COMMISSION    OF    CALIFORNIA 


153 


R.  E.  Starr 
(Starr  &  Allman) 


into  the  hands  of  those  who  exchanged  or  sold 
them  for  those  bonds.  Was  it  stock  of  the 
California  Pacific  ?" 

''  Certainly.  The  California  Pacific  stock 
was  sold  by  its  owners  to  the  amount  of  76,000 
shares  to  Messrs.  Stanford,  Huntington  and 
Hopkins  and  assigned  to  them  on  the  books  of 
the  company." 

"  What  was  the  consideration  that  appears 
to  have  been  paid  for  that  transrer  of  stock?" 

"  One  million  six  hundred  thousand  dollars 
in  bonds  of  the  California  Pacific,  indorsed  by 
the  Central  Pacific  Company." 

"And  your  proposition  is  that  they  had 
not  made  title  to  those  bonds  by  any  payment 
or  consideration  to  the  California  Pacific  in  any  way  at  that  time?" 

"  They  had  not,  except  by  this  agreement  to  double  track  the  road 
eighteen  months  afterward.  There  was  no  pretense  of  any  consideration 
paid  except  by  that  contract." 

"  And  the  only  consideration  ever  received  by  the  California  Pacific 
for   those   bonds  was  the   value  of  the  repairs 
done,  whatever  that  might  be?" 
"Yes." 

The  facts  stated  by  Mr.  Chittenden  are 
on  record  in  a  suit  brought  by  some  of  the 
California  Pacific  stockholders  to  have  the 
matter  set  right.  It  was  decided  that  the  suit 
was  barred  by  the  Statute  of  Limitations. 

The    present    Board    of     Railroad 

Commissioners    has    merely    done    its 

duty  by    the    State   in    endeavoring    to 

make    the    Directors  of    the    Southern 

Vandkrlyn  stow 
(Secretary  and  Treasurer  Thos 


Day  »iiCo.) 


Pacific  Company  amenable  to  that  law 
of  the  land,  behind  the  technicalities  of 
which  they  have  so  often  sheltered  themselves,  and  which  they 
have  so  openly  and  arrogantly  disregarded  whenever  it  has 
served  their  purpose  so  to  do.  Whether  the  Commissioners 
succeed  or  fail,  their  effort  is  an  honest  one,  and  deserves  and 
will  receive  the  approval  of  all  good  citizens. 


(UKIVBESITTj 


154 


THE    VALLEY    ROAD 


A  BIRDS-EYE  VIEW  OF  THE   PACIFIC   COAST 
Showing  California  and  the  great  San  Joaquin  Valley 


STOCKHOLDERS    S.    F.    AND    S.    J.    V.    RY.    CO. 


155 


STOCKHOLDERS  OF  THE 
SAN    FRANCISCO    AND    SAN   JOAQUIN    VALLEY    RAILWAY 

COMPANY. 


SAN 

KRANCISOO. 

SHARES 

Aicher,  Gustave  A. 

20 

Boyd,  John  F. 

Aronson  &  Menesini 

10 

Butler,  P.  F. 

Althof&Bahls     - 

10 

Britton,  Joseph 

Anglo-American  Crockery  and 

Bunker,  Wm.  M 

Glassware  Co. 

10 

Bixler,  David 

Ashworth,  Mrs.  Thos. 


10 


Levi  Strauss 
(President  Levi  Strauss  &  Co.) 

Albion  Lumber  Co. 
Allen,  James  G.  -        - 

Arctic  Oil  Works     - 
American  Tool  Works  (Eastwood 
&  Wilson)     -         -        - 

Blake,  Moffitt  &  Towne   - 
Badich,  Geo. 

Bozich,  John  S.        -         - 
Baker,  O.  H.        - 


Burke,  Mrs.  Margaret 


SHARES 

la 

10 
10 
10 
10 

5a 


Frank  J.  Sullivan 

20 

Breeze,  Louisa 

la 

1 

Berteling,  L.  A. 

10. 

50 

Bradbury,  Jno.  L.  (Trustee) 

10 

Borel,  Antoine     - 

250 

2 

Brugiere,  E.  A. 

150 

Baldwin,  0.  D.     - 

120^ 

25 

Bergin,  T.  I.     - 

50 

2 

Brandenstein,  J.           -        - 

50 

2 

Belshaw,  M.W.       - 

50 

5 

Baldwin,  E.  J.      - 

5a 

156 


THE    VALLEY    ROAD 


Buck,  J.  A.      - 
Baldwin,  0.  D.  (Trustee) 
Brandenstein,  M.  J.  &  Co. 
Bissinger  &  Co.    - 
Brown,  Craig  &  Co.  - 
Bovee,  Toy  &  Co. 


J.  L.  Franklin 
(Metzgeb  &  Franklin) 

Baldwin,  Mrs.  M.  V.    - 
Brune,  Dr.  A.  E.      - 
Bergerot,  P.  A.    - 
Bonestell  &  Co. 
Burr,  E.  W.  Jr.  (Alvarado) 
Birch,  Wm.  H. 
Blank,  Chas.  A.- 
Baldwin, 0.  D.  (Trustee) 
Brooke,  George  C. 
Braunschweiger  &  Co. 
Boyken,  Adolph 
Bickford,  C.  S. 
Brand,  Ernest 
Blair,  Samuel 

Beyfuss,  C.  -         -        . 

Brown,  Edw.    -         -         - 
Brooke,  Mrs.  Margaret  M. 
Brown,  W.  H. 
Burnett,  G.  G. 
Bromley,  Hallock 


SHARES 

50 
20 
25 
20 
10 
20 


20 

10 

10 

5 

20 

5 

5 

10 

1 

20 

10 

1 

3 

20 

1 

5 

1 

1 

20 

1 


SHARES 

Bender  Bros.             -        -               5 

Bogart,  W.  F.  (Trustee) 
Buckbee,  S.  C. 

20 
5 

Bowers,  Mrs.  G.  W.     - 

50 

Benedict,  E.  J. 

10 

Bledsoe,  Alfred  L.  (Berkeley) 
Busch,  Anna  (Winnemucca) 
Blodget,  H.  A.  (Bakersfield) 
Boyd  &  Davis  (donation) 

1 

1 

1 

100 

Coleman,  J.  V.     - 

100 

Coleman,  John  C.    - 

100 

Colton,  Mrs.  E.  M.       - 

50 

California  Safe  Deposit  Co. 
CVaig,  Hugh 
Cutler  E.  B.     - 

50 
1 
1 

Chy  Lung  &  Co. 
Chew,  Ying  Lung  &  Co. 
Cunningham,  J.  M. 
Clark,  Estate  of  W.  S. 

1 

1 

50 

50 

Louis  Mktzger 
(Metzger  &  Franklin) 

Castle,  Walter  M.  (Trustee) 
Cole,  CM.  .         -        - 

Clinton,  Dr.  C.  A.    - 
Cartan,  McCarthy  &  Co. 
Castro  Street  Land  Co.    - 
ClufF  Co.,  William 


25 
15 
10 
10 
10 
10 


U»  17  BR  SIT  7] 


STOCKHOLDERS   S.   F.    AND    S.    J.    V.    RY.    CO. 


157 


Caire,  Justinian       -        -  10 

Chickering,  Thomas  &  Gregory  10 

Callaghan,  Mrs.  Jane            -  10 

Coburn,  Tevis  &  Co.         -  10 

Crim,  Maria  L.     -         -         -  20 

Coulson,  Dr.  Nat  T.          -  5 


W.  J,  TiLLEY 

(President  Wellman,  Peck  «fe  Co.) 

Capp,  Charles  S. 
Cerf,  Schloss  &  Co. 
Coghill,  Thos.  B. 
Coulter,  Robert 
Castle,  Freddie  L.         -         - 
Cotter,  Mrs.  A.  M.  - 
Chase,  D.  B. 
Curry,  F.  S.     - 
Cantwell,  Thos.  M.       - 
Curtis,  Henry  Payot 
Cuthbert,  J.  W.  (Trustee)     - 
Clark,  Mrs.  M.  C.  (Alameda) 
Campbell,  Jos.  V.  (Trustee) 
Cook,  Finlay  (Trustee)    - 
Craig,  H.  A. 
Crim,  Geo.  S.   - 

Donohoe,  Jos.  A.  -        - 

Donahue,  Mrs.  Annie 
Doyle,  John  T.    -        -        - 


5 
5 
5 
2 
I 

25 
5 
3 
5 
1 
1 
2 
2 
1 
5 

10 

250 
200 
100 


Dunham,  Carrigan  &  Hayden 

Co.    - 
De  Young,  M.  H. 
Drexler,  Louis  P.     - 
De  Laveaga,  M.  C. 
Dodge,  H.  L. 
Doe,  Charles  F. 
Doe,  Bartlett 
Davis,  Willis  E. 
De  Laveaga,  M.  A. 
Durbrow,  Emma  L. 
Dennison,  E.  F.  - 
De  Vecchi,  Dr.  P.     - 
Dinkelspiel,  Mrs.  S.  \S. 
Dundon,  P.  F. 

Denigan,  Thos.,  Son  &  Co.  - 
Dean,  Peter     -         -         - 
Davis  Bros.  -         -         - 

Donahue,  P.  J. 


Jno.  TAyLOR 
fJno.  Taylor  &  Co.) 


Dusenbury,  J.      -         -         - 

Dean,  W.E. 

Dowling,  John  T.  (Trustee) 

Danks,  J.  W. 

Dunne,  James  P. 

Davis,  Schonwasser  &  Co.     - 


100 
50 
50 
50 
15 
50 
50 
20 
50 
10 
10 
10 
10 
10 
10 
10 
10 

100 


10 

100 

10 

2 

1 

10 


158 


THE    VALLEY    ROAD 


Dietz,  A.  C.  &.  Co. 
Dowlinpj,  Jno.  T.- 
Davis, W.  S.  (Trustee)     - 
Deming,  Palmer  Milling  Co. 
Davis,    Emanuel    (Trustee) 
Dinkelspiel,  L.  &  Sons     - 


SHARES 

10 
10 
20 
20 
2 
10 


Lloyd  Tevis 

Dinkelspiel,  Louis  M.  (Bakers- 
field)  -  -  -  -  1 
Dinkelspiel,  E.  (Bakersfield)  1 
Dalmon,  T.  (Newark)  -  1 
Dalmon,  Mrs.  J.  (Newark)  1 
Dalton  Bros.  -  -  -  10 
Du  Puy,  Peter  G.  (Trustee)  3 
Dannemark,  Otto     -         -  1 

Esberg,   Bachman   &    Co.  50 

Edmonds,  R.  A.  (Bakersfield)  1 

Eaton,  Wm.  R.        -         -  5 

Emery,  J.  S.         -         -         -  50 

Ehrman  &  Co.,  M.  -         -  50 

Eryaud,  A.  P.  (Bakersfield)  1 

English,  John  F.     -         -  10 

Evans,  Evan  C.   -         -    "      -  10 

Ede,  Wm.  (Trustee)         -  10 

Edwards,  Frank  G.      -         -  2 

Eyre,  Edward  E.     -         -  50 


Edlin,  Juda     -         -         -  1 

Ehlert,  Mrs.  Theresa  F.        -  2 

Flood,  James  L.       -         -  250 

Fireman's  Fund  Insurance  Co.  100 


Fitch,  George  K. 
Fuller,  W.  P.  &  Co. 
Folger,  J.  A.  &  Co.       - 
Franklin,  J.  L. 
Follis,  R.  H. 
Forbes,  A.  B. 

Foorman,  S.  -         -         - 

Ferguson,   Reg.  A.  (Bakers- 
field)  -        -        -         - 
Folsom,  Myrick  (Yountville) 
Frisselle,  R.  (Bakersfield)      - 
Foss,  Oscar  -        .        - 

Frank,  S.  H.  &  Co. 
Freeman  &  Bates 
Fowler,  Mrs.    Antoinette 


Capt.  R.  R.  Thompson 

Fredericks,  Joseph 
Feusier,  Louis 
Farnsworth,  D.  L. 
Farren,  John  W.  Jr. 
Fisher  Packing  Co. 
Fortman,  Henry  F. 


50 
50 
25 
10 
10 
10 
10 

1 

4 
1 
10 
10 
10 
10 


10 
10 
10 
10 
5 
5 


STOCKHOLDERS 

S.   F. 

AND    S. 

J.    V.    RY.    CO. 

i5y 

SHARES 

shares 

Frank,  M.  E.  - 

1 

Hayward,  Alvinza 

500 

Friedlander,  Goltlob  &  Co.  - 

2 

Hobart  Estate  (James  Cross, 

Fry,  R.  D. 

50 

Pres.,    Chas.  T.  Bridge, 

Freud,  J.  R.  (Trustee) 

2 

^"ecretary)     - 
Hibernia   Bank    (Robert   J. 

500 

Goldstein,  Estate   of  E.  L., 

Tobin,  Secretary) 

500 

(J.  Frowenfeld,  Exr.)    - 

50 

Hearst,  Phebe  A.     - 

250 

Holbrook,  Charles 

150 

Hellman,  1.  W. 

50 

^^^^^^^I^H 

Hind,  Robert  R. 

50 

^^^^^^^^^^^*' 

Heller,  E.  &  S. 

50 

HP^^^^ 

Haas  Brothers     - 

50 

Holt,  Chas.  H. 

30 

||^.-'> 

Hinkel  Bros. 

25 

Harvey,  Leroy  G.  &  Co. 

15 

r  A 

Hughes,  Rienzi 

10 

^^HR  ^ 

Harshall,  Gustav 

10 

I^^^^^^^^^K.^^.  ^^..^  ^ 

Hulse,  Bradford  &  Co.     - 

10 

^IMiIa  .-ii 

Heller,  Bachman  &  Co. 

10 

Heineken,  A.  C. 

10 

F.  TiLLMANN 

^^^K 

(Tillmann  &  Bendel) 

B^^^K^^k 

Gibbs,  Mrs.  Augusta  K.  - 

100 

t/^^^^B 

Greenewald,  Mrs.  L. 

50 

Wtm^iF^m 

Gorrill,  R.  W.       - 

20 

^^H^^^^B 

Graff,  G. 

20 

HBH^Ir 

Ghirardelli,  D.,  &  Sons 

10 

^H^^^jh  "^^^IP^^^^ 

Greenbaum,  Weil  &  Michels 

10 

B|^A       .  ^^^^ 

Grant,  Adam        _         _         _ 

250 

B»v    fV^I 

Glispia,  C.  D.  - 

1 

■  "^    f^ppi 

Galtes,  Paul  (Bakersfield)    - 

6 

^^B           ^^^^.^^M^^^^^^^riifl 

Goodfellow,  T.  I.  (Oakland) 

1 

Wm-  ■  '■■'  ■  J  flHwil^^HH 

Glootz,  Mrs.  Meta 

10 

Gerstle,  Lewis 

125 

F.  Tillmann,  Jr. 
,                      (Tillmann  &  Bendel) 

Garrett,  James  H. 

5 

Giesting,  Joseph  G. 

5 

Hirschman,  A.     -         - 

5 

Garnier,  Emil 

10 

Heyman,  Jacob 

5 

Greenberg  &  Greenberg  - 

5 

Hooper,  C.  A.  &  Co.     - 

50 

Graham  Decorative  Art 

2 

Herzberg,  I.     - 

1 

Gunst,  M.  A.             -         - 

10 

Herrman,  C.  &  Co. 

2 

Guilli 

um,   Philippe      - 

5 

Hjul, 

H.  H.      - 

3 

160 


THE    VALLEY    ROAD 


Hopkins,  E.  W.  - 

Harmes,    J.  T.   (Trustee  for 

Yerba  Bucna  Parlor,  N. 

S.  G.  W.  - 
Hicks-Judd  Co.    - 
Hooper,  R.  B. 


SHARES 

100 


1 

10 

1 


Judge  Robert  Tobin 
(Hibernia  Bank) 

Hirsch,  Aimee  E.         -         - 
Highfield,  Miss  Hattie  B. 
Higby,  F.  (  Trustee)     - 
Hielscher,  J.  F.  (Trustee) 
Healey,  Jas.        -        -        - 
Hammalglen,  Carl  Frederick 
Hospital   for    Children   and 
Tr.  School  for  Nurses    - 
Hunt,  Jas.  A.       -         -         - 
Hansen,  Geo.  (Jackson)  - 
Hughes,  Thos.  E.  (Fresno)  - 
Harrell,  C.  B.  (Merced)   - 
Hyde,  A.  T. 

Hunt,  G.  C.  (Spottiswood) 
Hooper,  F.  P.      - 
Hooper,  J.  A. 
Haas,  Geo.  &  Son 
Hurley,  Jno.   -         -         - 
Holland,  Daniel 
Henn,  W.  O.  (Alameda) 


1 
2 
2 
5 
5 
3 

25 


50 

50 

10 

5 

2 

1 


Hoagland,  E.  M.  (Salinas)  -  1 
Hunter,   J.  E.    G.    (Bakers- 
field)             -         .         .  1 

Indianapolis  Furniture    Co.  10 


James,  Walter  (Bakersfield) 

Jordan,  James  C.  -         - 

Johnson,  J.  C. 

Johnson- Locke  Mercantile  Co. 

Johnson,  Morgan  (Sin  Jose) 

James,  J.  G. 

Jost,  C,  &  Son 

Johnson,  Mrs.  M.  A.    - 

Jennings,  Thomas  (Trustee) 

Judson  &  Shepard 

Jones,  D.  R.  (by  C.  C.  Bemis) 

Jones,  W.  S.         -        -        - 

Jones,  E.  D.    - 


Robert  L.  Toflitz 
(Robt.  L.  Toplitz  &  Co.) 

Johnson,  Miss  Eliza,  (San 
Rafael) 

Koshland,  S.         -         - 
Kittredge,  E.  H.      - 
Koster,  John  L.    - 


1 
50 
50 
10 

1 
10 
10 

2 
10 
10 
20 
10 
10 


1 

20 
20 
50 


STOCKHOLDERS     S.    F.    AND    S.    J.    V.    RY.    CO. 


161 


SHARKS 

Kosach,  M.  S.           -        -  3 

Kent,  Thaddeus  B.  (San  Fran- 
cisco Savings  Union)     -  500 

Kohlberg,  Strauss  and  Froh- 

man           -         .         _  5 

Koegel,  David      -        -        -  2 


E.  P.  E.  TuuY 
(P.  Troy  &  bon) 

Keyes,  W.  S.   - 

Keyes,  E.  D. 

Krause,  A.       -        -         - 

Kahn,  George  H. 

Kueppers,  Theodore 

Kruse,  J.  H. 

Kwong  Fong,  Tai  &  Co.  - 

Kwong  Lun  Hing  &  Co. 

Kwong  Cheu  Yuen 

Keller,  Mrs.  Emma  F.  (Trustee) 

Kallman,  Jacob 

Kennedy,  P.  T.  (Trustee)  - 

Lachman,  Estate  of  S.  &  H. 

Lowenberg  &  Co. 

Levi,  H.  &  Co.     -        -        - 

Lilienthal  &  Co, 

Liebes,  H.  &  Co. 

Lent,  Mrs.  Fannie  - 

Lennon,  John  A.  -         - 


5 

8 
1 

1 
5 
2 
1 

1 
1 
1 
1 
1 

50 
50 
50 
25 
25 
10 
10 


Lincoln,  Jerome 
Legallet  Helwig  &  Co. 
Lehman,  Christ. 
Leege,  Charles  F. 
Lievre,  Frick  &  Co. 
Lent,  Mrs.  Frances  E. 
Lenz,  Rich.     - 
Levy,  Herman     - 
Lyons,  Chas.    - 
Langhorne,  J.  P. 
Lovell,  Mansfield     - 
Lewis,  M.     - 
Lowry,  W.  J. 
Loughborough,  A.  H.  - 
Luchsinger,  G.  H.  - 
Luchsinger,  Alvina 
Loewenstein,  Maurice  F. 
Leventhal,  Sarah  A. 
Lake,  E.  H. 
Loveland,  H.  D. 


SHARES 

10 
10 
10 
10 
10 
10 

1 

10 
5 
5 
5 

10 
5 
5 
3 
3 
2 
1 
1 

10 


H.  Unna 
(President  The  Harry  Unna  Co.) 

Lauden,  M.  K.  (Trustee) 

Meyer,  Daniel 
Magee,  Thomas   - 
Magee,  Thomas  (Tr.) 
Markey,  Laura  Bent    - 


11 


15 

250 

150 

150 

1 


OF  TII.T> 


fuifI7BIlSIT7i 


162 


THE    VALLEY    ROAD 


SHARES 

Miller,  Dr.  John  A. 

5 

Martin,  W.  H.      - 

-       100 

Main  &  Winchester 

100 

Mayne,  Chas. 

-       100 

Macdonough,  J. 

100 

Murphy,  Frances  J  (Trustee)     150 


A.  T.  Vogelsang 

Meyerstein,  Lewis 
Madison  &  Burke    - 
Miller,  Sloss  &  Scott    - 
Mangels,  J.  H. 
Mangels,  Mrs.  E.  L.  S. 
Mangels,  Miss  Agnes 
Menzies,  Stewart 
Mack,  J.  J.  &  Co.    - 
Marcus,  Geo.  &  Co. 
Mack,  Elizabeth 
Madison,  James  - 
Mangels,  J.  H.  (Tr.) 
Marye,  George  T.,  Jr.  - 
Miner,  W.  H.  - 
Magee,  Thomas  (Tr.)    - 
Moore,  Hunt  &  Co. 
Merle,  Marguerite  V.   - 
May,  Joseph 
May,  Edw. 
Merrill,  John  F. 


50 
30 
30 
20 
20 
20 
20 
10 
10 
10 
10 
10 
50 
10 
100 
20 
20 
5 
5 
50 


Manning,  John  M. 
Martin,  Andrew  D. 
Moriarty,  Elizabeth  A. 
Morgan  Oyster  Co.  - 
Moorehead,  Miss  Elizabeth  E. 

(Oakland)    - 
McCarthy,  Miss  Mary  Agnes 
McDonald,  Wm.  (Merced) 
M.  &  L.(Tr.)  (Santa  Paula) 
McGray,  Harry  W.  (Bakers- 
field)   ...         - 
Milne,  Duncan  W. 
Montague,  W.  W.  &  Co.  - 
Meyer,  A.- 
Mercer, Mrs.  Mary  A. 
Miller  &  Lux       -        .        . 
Moore.  Ferguson  &  Co.   - 
Muir,  John  (Martinez) 
MacDermott,  C.  F.  - 
McMullin,  J.        -        -         - 


SHARES 

5 
10 

2 
25 

2 

30 

2 


D.  N.  Walter 
(D.  N.  &  E.  Walter  &  Co.) 

McCarthy  Bros. 
M.,  Theresa 
McCreery,  A.  B.       - 
McNulty,  P.  Roscoe 
Mackay,  Alex.  &  Son  - 
McDonnell,  S.  A.     - 


1 

4 

50 

1 

10 
500 
10 
10 
100 
10 


10 
3 
300 
6 
2 
1 


STOCKHOLDERS     S.    F.    AND    S.    J.    V.    RY.    CO. 


163 


McKee,  Lester  H.  F.    - 
McDevitt,  Edward  (Tr.)       - 
Metzger,  Louis  (Tr.)     - 
Munier,  Jos.    -         -         - 
Matthews,  Alfred  (Harrison, 
Idaho)  ... 


ES 
1 

9 

Nigro,  F.  (Oakland)     - 

SHARES 

10 

5 

Ohlandt,  N.     -         -        - 

50 

2 

Oppenheimer,  Henry    - 
O'Farrell  &  Co.        - 

10 
10 

1 

Orrick,  0.  S.    - 

5 

Orsi,  Giaromo      -         - 

5 

Occidental  Land  &  Im.  Co. 

100 

Parrott  Estate      - 

500 

Phelan,  James  D.    -         - 

250 

Preston,  E.  F.      - 

100 

P.  H.  L.  (Menlo  Park) 
Park,  G.  E.  (Duncan's  Mills) 
Pogson,  R.  M.  (Bakersfield) 
Ping  Sun  (Bakersfield)   - 
Pac.  Hebrew  Orphan  Society 
Phelan,  Mary  L.  - 
Pond,  E.  B.     - 

2 

1 

1 

1 

50 

50 

50 

Thomas  Watson 

Munzer,  F.  G.  (Bakersfield)  1 

Morley,  Jos.  V.   (Bakersfield)  1 

Merle,  L.  V.          -        -         .  5 

Mayer,  Erskine  (Elko,  Nev.)  1 

Maria  Kip  Orphanage           -  75 

Maskey,  Frank    .         -         -  2 

Nye,  Mary  A.           -         -  2 

Neustadter  Bros.          -        -  50 

Niebaum,  Gustav     -         -  50 

Naber,  Alfs  &  Brune   -         -  20 

Neubauer,  Herman  W.    -  10 

Norton,  Teller  &  Roden        -  10 

Nightingale,  John    -         -  30 

Nicol,  Wm.  -         -        -        -  5 

Naughton,  Francis  -         -  1 

Newman  &  Levinson   -         -  5 

Nichols,  A.  C.  &  Co.         -  8 

Nordwell,  O.  W.  -         -         -  5 


O.  F.  Westi'hal 

Payne,  Theodore  F. 
Page,  Arthur  - 
Phelps  &  Miller  - 
Phelps,  E.  A.  (Tr.) 
Poly,  Heilbron  &  Co.  - 
Page,  Geo.  Thos.  (Tr.) 


50 
10 
10 
10 
10 
10 


164 


THE    VALLEY    ROAD 


Priet,  P. 
Page  &  Falch 
Poheim,  Joe  T.    - 
Pforr,  John      - 
Patrick,  A.  B.  &  Co. 
Pollard  &  Dodge      - 


SHARES 

5 
8 
5 
5 

10 
10 


Geo.  Whittkll 

(President  Luning  Co.) 

Perley,  A.  S.        -        -         - 

2 

Popper,  Max  (Trustee)     - 

5 

Payot,  Mrs.  Henry 

10 

Pacific  Lumber  Co. 

25 

Peterson,  Frank  B. 

3 

Panella,  Andrew  - 

2 

Partington,  Henry 

3 

Quinn,  John  E.    - 

10 

Quarg,  Emil 

1 

Richards,  Wm.  (El  Dorado) 

1 

Robinson,  Mrs.  M.  J.  (Tr.) 

(Oakland) 

1 

Reich,  Gustav  (Oroville) 

1 

Robertson,  Wm.  (San  Mateo 

1 

Roberts,  E.  M.  (Bakersfield) 

2 

Roberts,  Mrs.  E.  M.     " 

1 

Richards,  W.  M.  (Keeler) 

5 

Rice,  Frank  S.  (Bakersfield) 

1 

Redington  &  Co.  -         ■ 

Roth  &  Co.      - 
Russ,  Ad.  G.         -         -         • 
Rey,  Valentine  J.  A. 
Roth,  Blum  &  Co. 
Rohte,  Emil    - 
Roos,  Adolph 
Roos,  Achille  - 
Rankin,  G.  A.      - 
Raphael,  Nat.  M.    - 
Rolph,  James,  Jr. 
Riordan,  Archbishop,  P.  W. 
Russell,  Henry  F., 
Ruggles,  J.  E.      - 

Spreckels,  Claus 
Spreckels,  John  D. 
Spreckels,  Adolph  I). 
Spreckels,  J.  D.  (Tr.)   - 
Spreckele,  John  D.  (Tr.) 


25^ 
10 
10 
10 

la 

10 
5 
5 
5^ 

1 
1 
250 
1 
5^ 

5000 

1000- 

1000 

250 

70- 


C.  R.  WiNSLOW 

Spreckels,  J.  D.  (Tr.)  - 
Spreckels,  John  D.  (Tr.)    - 
Spreckels,  John  D.  (Tr.) 
Sloss,  Leon  -         -         -         - 
Strauss,  Levi  -         -         - 
San   Francisco   and   Fresno 
Land  Co.  _         .        - 


25- 

10 

3 

125 

250 

250. 


VBRSiTYl 


STOCKHOLDERS    S.    F.    AND    S.    J.    V.    RY.    CO. 


165 


SHARES 

SHARKS 

Stetson,  J.  B.  - 

100 

Schohay,  A.  &  Son 

10 

Sachs,  Sanford     - 

50 

Sharp,  Wm. 

10 

Shortridge,  Samuel  M.     - 

100 

Sanborn,  Vail  &  Co. 

10 

Swayne  &  Hoyt  -         -         - 

5 

Schussler,  M.  &  Co.     - 

10 

Simpson  &  Millar   - 

10 

Splivalo,  C.  R.  &  Co.       - 

10 

Sang  Lung  &  Co.     - 

1 

Spruance,  J.  M.  - 

10 

Samuels,  D.- 

10 

Sherman,  Clay  &  Co.  - 

10 

f^ 

Son  Bros.  &  Co.       - 

10 

Sperry  Flour  Co. 

50 

« 

Stein,  Simon  &  Co. 
Shea,  Bocqueraz  &  Co. 
Smith,  Peter  A.       -        - 

25 
20 
10 

A^^ 

Shirley,  John 

10 

/jm 

Stevens,  A.  C. 
Sharon  Estate 

10 
150 

J  <^iH 

Stockton  Lumber  Co. 

100 

m  -'■  ^a 

Siebrecht,  F.         -        -        - 

5 

n  ..  .BM 

Sullivan,  Thos. 

10 

Stein,  J.  H.  &  Co. 

2 

H.  E.  Wise 

(Christy  &  Wise) 

^p^.        

Schweitzer,  Bernard 

50 

BMliTir-' 

Solomon,  S.          -         -         - 

50 

[    .Jjl^ 

Sachs  Bros.  &  Co.   - 

50 

K  ^B 

Sachs,  D.  M.  (Trustee) 

50 

m""^m 

Sheldon,  Mark 

50 

H.        ^W 

Sherwood,  Mrs.  Eliza  N. 

50 

^^^Km^ 

Sullivan,  Frank  J.  - 

50 

^^w.^ 

Sullivan,  Alice  Phelan 

50 

Wm^^^ 

Stetson,  J.  B.  (Tr.)  - 

50 

^  ifmlm 

Siebe  Bros.  &  Plageman 

30 

Seymour,  S.  H. 

30 

'S?p^ 

Schilling,  A.        -         -         - 

25 

—  — 

Shroth,  Chas.  - 

25 

,                        Wallace  A.  Wish 

Schwabacher  Bros.  - 

25 

Shainwald,  Herman    - 

5 

Siegfried,  J.  C.  (Tr.) 

10 

Silverberg,  S.  - 

20 

Simpson,  Dr.  James     - 

5 

Schoenberg,  Louis 

10 

Smith,  Jas.  (Adelaide,  Cal.) 

1 

Stolp,  G.  M.    - 

10 

Schohay,  Miss  Ella      - 

1 

Salfield,  C.  D.  (Tr.)      - 

10 

S.,  Julie  J.  (Helena,  Mont.) 

1 

Selby, 

Mrs.  T.  H. 

10 

Simon 

sen,  Stanley  S.  (Merced 

)      1 

166 


THE    VALLEY    ROAD 


Scott,  Winfield  (Bakersfield) 
Snook,  Walter  " 

Stoddard,  H.  B.  (Merced)     - 
S.  F.  Ladies'  Protect,  and 

Relief  Society  - 
S.    F.  Protestant   Orphnn 

Asylum    -         -         -         - 


SHARES 
1 
1 

1 

50 
50 


A.  G.  Wright 

S.,  F.  E.  -        - 

Self  ridge,  Minnie  L.     - 
Smith,  Chester  L.  (Tr.) 
Sherman,  C.  H. 
Sweeny,  Thos.  U. 
Sheridan,  Mrs.  Lilli  •« 
Struven  &  Birgle 
Sing  Fat  &  Co. 
Simpson  &  Millar 
Stoll  &Van  Bergen 
Sonntag,  Henry  P. 
Scales,  Amanda  M 
Sweeney,  L.  H.    - 

Tillman  &  Bendi  1    - 
Taylor,  John 
Tonningsen,  J. 
Tillman,  Fred.,  Jr.  (Tr.) 
Taussig,  Louis  &  Co.   - 


10 
5 

50 
5 

10 
3 
3 
5 

10 
2 

10 
2 

15 

35 
30 
10 
10 
10 


SHARES 

Tay,  Geo.  H.  &  Co.          -  10 

Tillman,  Fred.,  Jr.  (Tr.)      -  10 

Tevis,  Lloyd   -         -         -  500 

Taylor,  J.  T.  (Bakersfield)  1 

Talkington,  Miss  J.  M.         -  1 

Taylor,  Thos.  G.           -        -  10 

Tsue  Chong  Wing  Mon  Kee  1 

Umbsen,  G.  H.     -        -         -  20 

Union  Fish  Co.        -        -  10 

Upham,  Isaac      -         -        -  50 

Van  Sicklen,  F.  W.  (Tr.)  5 

Viavi  Co.,  The     -         -         -  10 

Volkman,  CM.-         -  10 

Vermiel,  J.  L.      -         -         -  10 

Verdier,  G.  &  Co.    -         -  10 

Vogelsdorrff,  Mrs.  Rosa         -  3 

Vickery,  W.  K.          -         -  2 

Von  der  Nienburg,  W.  A.     -  1 


Chas.  M.  Yates 
(Yates  &  Co.) 

Van  Loben  Sels,  P.  J.  -            10 

Van  Sicklen,  F.  W.      -  -         15 
Van  Oterendorp,  K.  (Alamada)     25 

Watt,  Robert        -         -  -         50 

Whittier,  W.  F.          -  -          500 


STOCKHOLDERS    S.    F.    AND    S.    J.    V.    RY.    CO. 


167 


Walter,  D.  N.  &  E.       - 
Whittell,  Geo.  - 
Williams,  Dimond  &  Co. 
Watson,  Thos. 
Winslow,  Chauncy  R. 
Wickware,  Geo.  C. 
Webster,  A.  J.  (Bakersfield) 
W^agner,  Bertha  E.  (Stockton) 
White,  T.  C.  (Fresno) 
Wible  Bros.  (Bakersfield) 
Weber,  E.  A.  (Wamsutter, 

Wyoming) 
Wilson  &  Bro. 
Williams,  A.  P. 
Wolff,  Wm.  &  Co. 
Williams,  Brown  &  Co.     - 
Witzel  &  Baker   - 
Wangenheim,  Sol  &  Co.    - 
Wolters  Bros.  &  Co.     - 
Woods,  F.  H.    - 
Wetherbee,  Ellen  M.    - 
Wright,  A.  G.  . 
Waters,  Miss  Nellie  B. 


lARES 

50 

s 

Williams,  H.  A.  (Trustee)    - 

HABES 

5 

50 

Wyatt,  Mrs.  J.  A.      - 

1 

30 

Wood,  J.  M. 

10 

10 

Western  Iron  Works 

.10 

10 

Weber,  A.  C. 

5 

10 

Wattson,  Mrs.  Mary  (Tr.) 

1 

1 

Windt,  Morris      - 

10 

1 

Watson,  Mrs.  Emlie 

1 

1 

Wing  Chong  Wo  &  Co. 

1 

1 

Wau  Yune  Lung  Kee 

1 

2 

Watterson,  G.  T.  (Alameda) 

10 

10 

Yates,  Chas.  M. 

10 

10 
10 

Young,  Wm.  W.  - 

10 

10 
10 

Zeile,  F.  W.       - 

25 

10 

Zweig,  H.     -         -         -         - 

10 

10 

Zetzsche,  Fred.  M.  (Elena, 

25 

Cal.)         -         -         -         - 

5 

10 

Zellerbach,  A.  &  Sons 

5 

5 

1 

Goodfellow,  T.  I. 

10 

John  A.  Miller,  M,  D. 


168 


THE    VALLEY    ROAD 


Stockton  and  The  Valley  Road. 


TJIIYSESITr- 


f 


rx^ 


A   DESIGN    BY    MRS.    BUELL 

Note.— The  line  of  the  Road  from  Fresno  to  Bakersfield  has  been  changed  since  this  design  was 
made,  as  will  be  noticed  by  reference  to  the  official  map. 


STOCKTON    AND   THE    VALLEY    ROAD 


171 


IX. 


STOCKTON  AND  THE  VALLEY  ROAD. 


|T0CKT0N,  as  the  starting  point  of  the 
Valley  Road  was  a  most  happy 
selection.  When  it  had  been  decided 
that  there  was  to  be  a  competing  road 
built  through  the  San  Joaquin  Valley; 
when  the  money  that  insured  that 
end  was  fully  raised;  when  terminal 
facilities  in  San  Francisco  had  been 
secured;  when  officers  had  been  elected 
and  all  matters  of  organization  were 

adjusted,  then  the  chief  interest  of  the  people  turned  to  the 

questions,  where    shall  the  Road  begin,    what  sha      be    the 

exact  route? 

The   first   of    these    questions   was 

not   long   in    answering.      It   was    seen 

that   it  would   be  well   to  pass  by  the 

difficult    matter    of    the    entry   of    the 

Road  into  San  Francisco  and  the  route 

by  which  the  Contra  Costa  Hills  should 

be   surmounted,  surrounded,  or  pierced, 

and     begin    actual    construction    at    a 

point   within    the    line    of    those   Hills, 

and   yet  possessed  of    ample  means  of 

communication    by   water    with    the 

Bay. 


Henry  E.  Adams 

(Supt.  Stockton  Gas  and  Electric 

Company) 


172 


THE    VALLEY    ROAD 


But  one  city  of  size  could  be  considered  in  this  connection, 
Stockton. 

Stockton  had  navigable  waterways  between  it  and  San 
Francisco,  on  which  competing  lines  of  steamers  were  daily 
carrying  great  quantities  of  freight.  It  had  twenty  thousand 
of  as  active,  enterprising,  ambitious  and  united  people  as 
the  State  afforded.  It  had  manufactures  of  great  importance 
already  established,  and  more  in  sight.  Natural  gas, 
neighboring  coal  measures,  to  which  a  railroad  was  building, 
and  the  promise  of   electric  power  from   the  streams  of    the 


.^ 


Geo.  a.  Bidwell 
(Superintendent  of  Streets) 


Dr.  Asa  C.  Clark 
(Supt.  State  Insane  Asylum) 


Sierra,  made  it  certain  that  these  manufactures  would  be 
largely  increased,  and  would  furnish  immense  quantities  of 
freight  to  any  road  that  touched  its  borders.  It  was  the 
centre  of  a  great  agricultural  region,  the  natural  distributing 
point  of  one  of  the  largest  bodies  of  fertile  land  on  the  face 
of  the  earth.  These  agricultural  possibilities  had  been  but 
partially  realized.  Several  great  irrigation  schemes  under 
way  promised  to  make  certain  the  production  of  a  vastly 
increased  amount  of  fruits,  grains,  vegetables,  wines,  raisins, 


/>:<.-«- 


[TJFI7BRSIT7] 


STOCKTON    AND    THE   VALLEY    ROAD 


17a 


Jas.  M    Marsh 
(President  Grangers'  Union) 


T.  E.  Connelly 
(Manager  Grangers'  Union) 


BoRADiL  Franklin  Craig 
(A  Young  Stockton  Subscriber  to  the  S.  F.  &  8.  J.  V.  Ry.) 


Fbed   M.  West 
(Pres.  Stockton  Savings  and  Loan  Society) 


H.  C.  Shaw 
(H.  C.  Shaw  Plow  Works) 


174 


THE   VALLEY    ROAD 


and  a  multitude  of  other  products.  It  was  the  great  flouring 
mill  centre  of  the  Coast.  Moreover,  it  came  to  the  front  so 
promptly  with  a  presentation  of  all  these  great  advantages, 
and  an  offer  of  material  assistance  so  princely,  that  nothing 
else  could  be  done  than  decide  to  begin  the  Valley  Road  at 
Stockton. 

The  best  idea  of  this  offer  and  of  the  spirit  in  which  it 
was  made  is  gained  from  a  communication  written  for  this 
volume  by  Mr.  P.  A.  Buell,  President  of  the  Stockton 
Commercial  Association,  and  of  the   extensive   P.    A.    Buell 


,(^ 


^ 


\^: 


o-rO' 


A.  C.  Davenport 


J.  J.  Qdinn 


Lumber  Company,  and  one  of    Stockton's   most   progressive 
and  public-spirited  citizens: — 

Comparatively  few  people  know  of  the  vast  resources  and  wealth 
of  the  Empire  that  will  be  opened  up  and  developed  by  the  building  of 
the  San  Francisco  and  San  Joaquin  Valley  Railway.  To  know  what 
these  benefits  will  be,  requires  a  study  of  the  situation,  which  I  will 
endeavor  to  present  briefly. 

It  was  the  aim  of  the  promoters  and  subscribers  to  this  great 
enterprise,  to  build  first  where  the  least  money  would  do  the  greatest 
good  to  the  greatest  number ;  hence  the  starting  point  of  the  road  was  the 
first  important  question   to   be   settled.     Even  before   the  Company  was 


STOCKTON    AND    THE   VALLEY    EOAD 


175 


fully  organized,  it  was  besieged  by  committees  from  various  cities,  urging 
their  claims  as  the  terminal  for  the  Valley  Road. 

Stockton,  through  her  Commercial  Association,  was  early  on  the 
ground.  On  February  14th,  a  committee  consisting  of  H.  J.  Corcoran, 
D.  S.  Rosenbaum,  Sidney  Newell,  and  P.  A.  Buell,  were  given  a  hearing  by 
the  Committee  on  Promotion.  Stockton's  Committee  presented  an  array 
of  commercial  statistics,  which,  coupled  with  a  concise  report  on  her  water 
transportation  facilities,  great  manufacturing  industries,  vast  natural 
resources,  and  unequaled  location  as  a  Railroad  centre,  brought  Stockton 
at  once  favorably  before  the  Promoters. 


p.  A.  Buell 
(President  Stockton  Commercial  Association) 


It  was  shown  that  Stockton  was  the  natural  gateway  to  the  San 
Joaquin  Valley,  that  even  with  discriminating  freight  rates  against  her, 
and  during  a  period  of  short  crops  and  financial  depression,  her  shipments 
and  receipts  by  rail  amounted  to  290,000  tons  annually,  an  average  of 
ninety  carloads  daily.  It  was  shown  that  she  had  two  river  transportation 
companies,  running  daily  lines  of  modern  passenger  steamers  to  and  from 
San  Francisco;  and  that  they  also  operated  a  fleet  of  fifteen  mammoth 
freight  barges  and  five  steamers  used  for  towing  the  barges  as  well  as 
carrying  freight.     This  fleet  had,  during  the  past  two  years  handled  an 


176 


THE    VALLEY    ROAD 


average  of  3,750,000  pounds  daily,  being  equal  to  187  ten  ton  carloads, 
or  enough  to  load  an  average  sized  ship  every  day  in  the  year. 

It  was  shown  that  no  railroad  could  compete  against  this  water 
transportation,  and  that  the  bulk  of  all  freight  to  and  from  the  great 
San  Joaquin  Valley  would  of  necessity  pass  through  Stockton  to  reach 
the  markets  of  the  world. 

It  was  shown  that  the  value  of  Stockton's  manufactured  [products 
were  $13,000,000  annually,  and  that  her  factories  paid  $1,500,000  annually 
to  labor. 

On  March  25th,  the  President  of  the  Commercial  Association  made 
the  Directors  an  extended  report,  outlining  a  route  from  Stockton  [into 
the  Valley,  and  also  to  San  Francisco,  and  recommending  a  specific 
route  through  the  City  of  Stockton,  with  the  locations  for  depots,  shops, 


^. 


G.  GlANKLU 


Antonk  Galgiani 


yards,  and  water  front  terminals,  all  of  which  were  plainly  set  forth  on  a 
map  which  accompanied  the  report,  showing  splendid  terminal  facilities, 
and  connections  with  all  of  the  warehouses,  mills,  and  factories,  already 
established.  He  also  urged  the  Directors  to  visit  Stockton,  look  over 
the  routes  and  terminals  as  outlined,  and  make  her  people  a  definite 
proposition. 

Acting  on  this  report,  the  Directors  visited  Stockton  on  March  29th, 
and  after  examining  the  situation  very  carefully,  made  the  people  of 
Stockton  a  proposition,  promising,  if  certain  franchises  were  granted,  and 
if  property  for  depots,  shops,  yards,  and  water  front  terminals,  valued  at 
$100,000,  were  furnished  free,  $100,000  subscribed  to  the  capital  stock  of 
the  Company,    and   a  right-of-way  one  hundred   feet  wide   through    San 


Approach  to  Mormon  Channel  Bridge,  east  of  the  Canal. 

Drtdging  the  Canal  80  feet  wide  and  3000  feet  long,  from  Mormon  Channel,  adjoining  the  Sites  for  Car  Shops.  Yards,  Round 

Houses,  etc 
The  Drawbridge  over  Mormon  Channel,  showing  Material  Yards  to  the  left. 

YARDS,  CANAL  AND  DRAWBRIDGE  AT  STOCKTON,  S.  F.  AND  S.  J.  V.  RY.  CO. 


.^^^ 


At  -.?, 


STOCKTON    AND    THE    VALLEY    ROAD 


177 


a.«.«j^'     ^.'.-siUJ**.-^: 


12 


178 


THE   VALLEY    ROAD 


STOCKTON    AND    THE    VALLEY    ROAD 


179 


Joaquin  County  guaranteed,  they  would  begin  the  construction  of  the 
People's  Road  in  Stockton  within  sixty  days. 

This  proposition  was  made  in  writing  to  a  meeting  of  the  Stockton 
Commercial  Association,  and  was  promptly  accepted  by  the  Association. 
Reduced  to  writing,  it  meant  the  raising  of  over  $200,000. 

The  people  of  Stockton  went  to  work  with  a  will  to  fulfill  their 
promises;  the  money  was  soon  raised  to  buy  the  necessary  lands  in  the 
city,  while  others  were  securing  the  twenty-five  miles  of  right-of-way  to 
the  Stanislaus  River,  so  the  work  of  building  the  road  could  be  pushed 
forward  rapidly. 

With  the  same  energy  that  had  characterized  all  their  work,  the 
Railway  Company  started  a  surveying  party  at  Stockton  on  April  8th. 
From  that  time  the  building  of  the  road  has  progressed  steadily  and 
rapidly.      In  the  few  months  that  have  since  elapsed  they  have  located 


W.  J.  Gjldsworthy 


Frank  W.  Goodrum 


and  surveyed  the  line  the  entire  length  of  the  San  Joaquin  Valley  to 
Bakersfield  ;  have  graded  nearly  fifty  miles  of  road  bed;  have  laid  and 
ballasted  thirty  miles  of  track;  and  have  completed  two  of  the 
largest  bridges  on  the  line  and  have  two  other  bridges  well  under 
way.  They  have  graded  twelve  acres  of  material  yards  at  Stockton, 
requiring  the  moving  of  seventy  thousand  yards  of  earth,  and  in  these 
yards  they  now  have  stored  enough  ties,  rails,  and  timbers,  to  complete 
one  hundred  miles  of  railroad.  They  have  three  sixty-five  ton  engines 
and  one  hundred  thirty  ton  cars  in  use,  moving  materials  to  the  front. 
Contracts  have  been  let  for  all  the  necessary  material,  and  twelve 
months  will  see  the  completion  of  this  railroad  through  the  San  Joaquin 
Valley. 

The   Directors   of    the   Valley    Road^^jpade    no   mistake   when    they 


/^ 


|[Uiri7BR3lT7] 


180  THE    VALLEY    ROAD 

commenced  their  construction  at  Stockton,  as  she  is  the  natural  entry-port 
to  the  great  empire  to  be  built  up  by  this  railway  system  ;  and  in  the 
building  up  of  this  country,  they  can  build  for  themselves  one  of  the 
largest  railway  systems  in  the  world  ;  for  stretching  away  to  the  south  of 
Stockton  for  a  distance  of  two  hundred  and  fifty  miles,  with  an  average 
breadth  of  fifty  miles,  lies  one  of  the  richest  valleys  in  the  world, 
containing  twelve  thousand  square  miles  of  arable  land.  The  eastern 
slope  alone  contains  nine  thousand  square  miles  of  its  richest  lands, 
which  are  irrigated  by  sixteen  thousand  square  miles  of  the  water  sheds 
of  the  Sierra  Nevada  mountains,  reaching  into  the  regions  of  perpetual 
snow  and  furnishing  an  abundance  of  water  to  make  this  the  most 
productive  land  under  the  sun. 

Several  new  irrigation  enterprises  are  already  underway,  the  principal 


L^ J 

J.  C.  Gerlach  B.  Gianelli 

one  being  the  Stanislaus  and  San  Joaquin  Water  Company,  which  have 
just  completed  a  system  that  will  irrigate  one  hundred  thousand  acres  of 
the  richest  land  of  San  Joaquin  County  immediately  adjoining  Stockton 
and  now  traversed  by  the  Valley  Road.  This  vast  Empire,  capable  of 
producing  anything  and  everything  that  can  be  raised  in  any  clime  and 
of  sustaining  an  agricultural  community  of  more  than  a  million  of 
people,  has  now  within  its  borders,  less  than  one  hundred  thousand 
souls. 

The  advent  of  the  Valley  Road  will  bring  an  influx  of  immigration 
from  the  cold  Eastern  and  Western  States  of  those  seeking  homes  in  this 
Land  of  Sunshine  and  Plenty,  and  will  furnish  an  abundance  of  traffic  for 
the  People's  Road. 

In  the  eastern  foothills  of  the  Valley  and   to  the  north  and  east    of 


STOCKTON    AND   THE   VALLEY    ROAD 


181 


;         |Fl>.  BYRNE8 

(Ed.  Byrnes  &  Co.) 


E.  H.  Cherette 


Dr.  Lilla  M.  Lomax 


HENRVrHODGKINS 


ADOLI'H  J.  Hahn 

(Proprietor  Commercial  Hotel) 


182 


THE    VALLEY    ROAD 


Stockton  lie  the  rich  mining  counties  of  Amador,  Calaveras,  and  Tuolumne. 
Within  their  borders  there  is  now  being  done  more  bona  fide  mining  and 
actual  development  than  ever  before  in  the  history  of  the  State,  even 
including  the  famous  ''  bonanza  times."  All  of  this  territory  is  tributary 
to  Stockton,  and  consequently  to  the  Valley  Road.  From  their  main  line 
they  can,  and  undoubtedly  will,  build  branch  lines  into  this  rich  territory, 
and  not  only  assist  in  its  development,  but  add  greatly  to  their  traffic 
and  wealth. 

Never  before,  in  the  history  of  this  country,  has  a   railroad  started 
under  more  favorable  auspices.     The  building  of  the  road  will   rapidly^ 


^^^ 


if 


^o 


,tO 


vOO'*' 


E.  E.  Harlow 


Walter  Hart 


develop  the  vast  resources  of  the  San  Joaquin  Valley  and  of  Stockton,, 
and  will  bring  to  the  builders  and  owners  of  the  Road  an  abundant 
return  on  their  investment.  It  can  well  be  said  that  "They  have  builded 
better  than  they  knew." 


PRESIDENT  STOCKTON   COMMERCIAL    ASSOCIATION. 


February  20th,  1896. 


STOCKTON   AND    THE    VALLEY    ROAD 


183 


184 


THE    VALLEY     ROAD 


LU     > 


CO      c 
LU     3 

_J   (/) 


STOCKTON    AND    THE    VALLEY    ROAD  185 

On  July  22nd,  1895,  actual  construction  of  the  Road 
was  begun  by  breaking  the  ground  in  the  grading  at  Stockton. 
The  people  of  the  city  wished  to  make  the  occasion  a  holiday, 
realizing  that  it  would  be  counted  as  an  event  of  importance 
in  California's  history,  but  the  Road  officials  deprecated  this, 
saying,  "  Let  us  wait  until  the  Road  is  finished  before  we 
celebrate."  There  was,  nevertheless,  an  enthusiastic  crowd 
present  at  the  beginning  of  the  work  when  the  first  spadeful 
of  earth  was  turned  in  the  building  of  the  Valley  Road. 


J.  W.  Hartzei-l  a.  M.  Hay 

During  the  six  months  from  that  date  to  present  writing, 
the  progress  has  been  most  gratifying.  Material  has  been 
gathered  for  over  a  hundred  miles  of  track;  rails,  ties,  piles, 
fish  plates,  and  so  on,  covering  the  immense  material  yards 
to  a  depth  of  many  feet.  All  grading  in  the  city  of  Stockton 
has  been  done,  no  small  task,  for  in  places  this  meant  a  fill 
of  as  much  as  twelve  feet  to  avoid  possibility  of  trouble  from 
high  water. 

Forty-five  trestle  openings,  one  great  swing  steel  bridge 
across  Mormon  Channel,  and  the  bridge  across  the  Stanislaus 


180 


THE    VALLEY    ROAD 


River  have  been  constructed.  Twenty-five  miles  of  grading 
from  Stockton  to  the  Stanislaus  River  have  been  completed 
and  track  laid  on  them.  The  bridges  across  the  Tuolumne 
River  and  Dry  Creek  are  well  under  way.  Grading  from 
the  Stanislaus  to  the  Tuolumne  is  finished,  and  is  being 
pushed  on  toward  Merced.  It  is  a  question  of  days 
when  work  will  be  begun  on  the  Stockton  depots  and 
round-house. 

This  work  has  been  done  at  a  cost  of  nearly  one  million 
dollars,  a  very  large  part  of  which  has  been  put  into  local 


r    ^- 


OrBIN  S.   HENDERfON 

(Secretary  Stockton  Commercial  Association) 

circulation  by  the  payment  of  wages.  Three  assessments 
of  ten  per  cent  on  the  stock  have  been  fully  paid,  and  the 
fourth  has  been  met  by  all  but  three  subscribers,  they  for  one 
share  each.  The  fifth  has  just  been  called  for.  The  Road 
is  being  built  entirely  for  cash  and  will  so  continue  as  long 
as  the  capital  of  the  company  lasts.  Most  of  the  materials 
have  been  purchased  at  a  lower  figure  than  any  other  railroad 
has  ever  secured. 

The  people  are  well  satisfied  with   the  advance,  and  as 
it  is   confidently   expected   that   the   Road   will   be   built   as 


STOCKTON    AND    THE    VALLEY    ROAD 


187 


F.  G.  HiCKOX 


Geo.  Hornage 


Margaret  Stone  Martin 
(Stockholder  of  the  S.  F.  and  S.  J.  V.  Ry.) 


T.  W.  Hummel 


Galen  C.  Hyatt 


188 


THE    VALLEY    ROAD 


far  as  Fresno  by  July  or  August,  much  of  this  year's  crop 
in  the  valley  will  be  moved  over  this  line.  No  wonder 
Stockton  feels  no  effect  of  hard  times  and  talks  of  itself 
as  ''the  Chicago  of  the  Far  West." 

The  line,  as  surveyed,  between  Fresno  and  Bakersfield, 
divides  into  two  branches,  as  shown  on  the  accompanying 
map,  and  the  rights-of-way  have  been  practically  all  secured. 
In  short,  no  obstacle  that  can  now  be  imagined,  stands  in  the 
way  of  the  early  completion  of  this  road.  A  road  that  is 
going  to  be  a  powerful  factor  for  development  in  California,  a 
profitable  investment  to  its  stockholders,  and  on  friendly 
terms  with  its  patrons. 


-a 

^^^ 



John  Joby 

Geo.  L.  Wolff 


STOCKTON    AND    THE    VALLEY    ROAD 


189 


I.  <-.rm      J 


NEAR  ESCALON,  SAN  JOAQUIN  COUNTY 


In  the  San  Joaquin  Valley. 


©■• 


^ffO 


t6.'>V^ 


BRIDAL    VEIL    FALLS,    YOSEMITE    VALLEY 


5./:  <g:  \iv.K /?./?. 


c 


TERMINALS  OF  THE  S.  F.  AND  S.  J.  V.  RY.  CO.  IN  STOCKTON 

Showing  Real  Estate  owned  by  the  Road  (shaded  portions)  and  3000  feet  of  Water  Frontage 


DOWN    THROUGH    THE    VALLEY 


193 


X. 


DOWN  THROUGH  THE  VALLEY. 


|0  show  why  the  San  Joaquin  Valley 
Road  commended  itself  for  invest- 
ment not  only  to  patriotic  citizens, 
bat  to  shrewd  business  men  and 
to  cautious  holders  of  trust  funds 
as  well,  something  should  be  told 
of  the  great  empire  that  the  Road 
is  to  depend  on  for  its  traffic.  A 
little  glimpse,  too,  of  what  the 
Road    may   be   expected   to   do  all 

through  the  valley  is  to  be  had  from  an  example   close  to 

Stockton. 

This  example  is   the  town   of  Escalon,  the  first  station 

of  importance  south  of  Stockton,  and  the  first  town  to  spring 

into   existence    largely   as   a   result   of    the   building   of    the 

Valley   Road.     Escalon    is    the   product 

of    two   factors,    or   rather   of  two  new 

factors,  added  to  many  which  had  long 

existed,    without,    however,    calling    it 

into   being.     The  Valley   Road    is   one, 

and    the    Stanislaus    and    San   Joaquin 

Water    Company    is    the    other.      But 

since  the  work  of  the  Water  Company 

may  be  repeated  on  every  Sierra  stream 

down   through  the   valley,  and   similar 

enterprises  are  already  in  operation   at         ^**  ^^°-  ^'  shurtlkfp 

IS 


194 


THE    VALLEY    ROAD 


several  points,  it  is  not  unfair  to  give  a  description  of  it, 
and  show  how  other  Escalons  may  be  built,  till  the  San 
Joaquin  Valley  counts  its  population  by  millions. 

The  great  enemy  to  California  agriculture  is  the  long 
summer  drought.  Not  that  the  six  or  eight  rainless  months 
create  anything  like  so  great  a  desolation  as  two  months 
of  dry  weather  would  in  the  Eastern  States;  for  these  San 
Joaquin  plains  have  supported  by  their  natural  growths,  cattle 
by  the  myriad;  and  with  but  small  cultivation,  have  made 
California's  name  a  power  in  the  wheat  markets  of  the  world. 


<g 


f 


R.   E.    WiLHOIT 


James  A.  Louttit 


But  to  get  the  highest  possibilities  in  fruit  and  the  finer 
cultures  out  of  these  broad  acres,  lying  under  the  clear 
sunshine,  a  sure  supply  of  water  is  needed.  And  to  the 
eastward  towers  the  great  Sierra,  its  mighty  slopes  storing 
in  the  form  of  snow,  water  enough  to  make  fertile  every 
inch  of  arable  land  in  the  State.  The  Stanislaus  is  a  typical 
Sierra  snow  stream,  and  sends  its  swift  current  but  the  more 
bountifully  when  the  great  heat  of  the  valley  calls  for  the 
coolness  it  brings. 


DOWN    THROUGH    THE   VALLEY 


195 


■JO 
>   O 

Id 
I  o 


5^ 

g.  o 

N       > 

8   c 


i8 

IT?      C 


< 


196 


THE    VALLEY    EOAD 


DOWN    THROUGH    THE    VALLEY 


197 


Some  six  miles  from  Knight's  Ferry,  and  thirty  miles 
from  Stockton,  the  Water  Company  built  a  dam  across  the 
river  at  a  point  where  two  great  abutments  offered  natural 
supports  of  living  rock.  By  a  channel  ten  feet  wide  and 
seven  feet  deep,  they  led  the  waters  along  the  river  bank, 
across  trestles  (one  ninet3^-five  feet  high  and  two  thousand 
seven  hundred  feet  long)  through  two  tunnels,  each  one  over 
a  thousand  feet  in  length,  using  natural  lakes  and  streams 
in  places  for  storage  and  channel,  down  out  of  the  foothills, 
into  a  network  of    ditches,  which   will   extend   two  hundred 


^ 

^ 


H.  H.  McMahon 
(Blake,  Carpeuter  &  McMahon) 


A.  Rossi 
(Rossi  &  Granucci) 


miles  when  finished,  on  the  thirsty  plains  below,  where  a 
hundred  thousand  acres  and  more  can  he  irrigated. 

The  greatest  body  of  the  deep  alluvial  black  loam  of 
the  San  Joaquin  under  the  canal  lay  around  Escalon,  twenty- 
two  miles  from  Stockton,  and  there  a  vigorous  town  is 
springing  into  being. 

It  is  not  necessary  to  give  a  list  of  the  products  that, 
with  water,  are  successfully  raised  on  this  Valley  soil  and  in 
this  Valley  climate.      Name    all   the   cereals,    all   the    fruits, 


198 


THE    VALLEY    ROAD 


and  vegetables  of  temperate  climates,  add  the  citrus  fruits 
in  all  their  varieties,  the  olive,  the  fig,  and  all  the  sub-tropical 
products  that  you  know,  and  then  be  sure  that  you  have 
left  out  many  things  that  will  form  part  of  the  freight  sent 
from  this  great  valley  to  tide  water  on  the  Valley  Road. 

Thus  it  is  certain  that  this  town,  and  many  like  it,  will 
spring  up  into  cities  of  no  small  importance  by  the  aid  of 
the  Valley  Road  and  of  well  considered  irrigation  schemes. 

Crossing  the  Stanislaus,  the  Road  makes  directly  for  the 
flourishing  town  of  Merced,  not  turning  aside,  as  the  Southern 


Geo.  E.  Wilhoit 
(R.  E.  Wilhoit  &  Sons) 


Chris.  F.  Ryer 


Pacific  does,  to  reach  Modesto.  Indeed,  the  path  of  the 
Valley  Road  from  Stockton  to  Fresno  is  almost  as  straight 
as  the  famous  route  from  St.  Petersburg  to  Moscow,  Avhich 
the  Czar  drew  with  his  ruler  on  the  map,  to  the  consternation 
of  his  scheming  engineers.  A  road  could  hardly  be  built 
anywhere  presenting  fewer  obstacles  to  the  builders.  Every 
now  and  then  a  river  is  to  be  bridged,  a  simple  problem, 
as  they  are  not  navigable,  and  for  the  rest  the  country  is  so 
level  that  a  buggy  may  be  driven  anywhere  over  its  surface. 


DOWN  THROUGH  THE  VALLEY 


199 


Joseph  F.  Peters 


D.    ROTHENBUSH 

(President  El  Dorado  Brewing  Company) 


R.  C.  Sargent 
(Treasurer  Stockton  Car,  Machine  and  Agricultural  Works) 


Frank  E.  Lane 
(Manager  California  VVharf  and  Warehouse  Co.) 


Peter  Mustro 


200  THE    VALLEY    ROAE 

There  will  be  small  expenses  of  maintenance  as  well  as 
construction;  for  the  grade  does  not  average  fifteen  feet 
to  the  mile,  and  there  are  no  barren  stretches.  Every 
acre,  almost,  along  the  line  will  yield  its  quota  of  freiQ:ht. 
Indeed,  it  is  the  profits  derived  from  the  San  Joaquin 
traffic  that  have  enabled  the  older  railroad  to  pay  interest  on 
its  watered  bonds  and  expenses  on  hundreds  of  miles  of 
desert  and  mountain  hauling.  The  whole  Valley  Road  is 
what  printers  call  a  "  phat  take." 


John  H.  Henderson  Dr.  Fred.  P   Clark 

(Henderson  &  Carter)  (Superintendent  Pacific  Hospital) 


A  word  as  to  the  heat  of  the  valley.  Reports  of  travelers 
mention  high  readings  of  the  thermometer  during  the  summer 
and  some  of  these  reports  are  undeniable.  It  is  quite  true 
that  110°  in  the  shade  is  not  unknown  in  Merced  or  Fresno; 
but  it  is  equally  true  that  the  visitor  suffers  but  little 
discomfort  from  such  a  temperature,  and  the  acclimated 
inhabitant  still  less.  The  heat  is  so  dry,  and  evaporation  of 
the  perspiration  so  rapid,  that  the  blood  does  not  get  heated, 
even    when    a    man    must   labor   in    the    sun.      Sunstroke    is 


DOWN    THROUGH    THE    VALLEY 


201 


IN    THE   SAN    JOAQUIN    VALLEY 
Seedless  Sultana  Grapes  -  Fresno 


M^ 


M^ 


Chas.  Finkbolmer 


Louis  Gerlach 


rjmiv'TL'R.^i'rxrl 


Louis  J.  Wagner 


202 


THE    VALLEY    ROAD 


IN    THE    SAN    JOAQUIN    VALLEY 
kaisiu  Drying 


IN    THE    SAN    JOAQUIN    VALLEY 
Packing  Raisins  at  Fresno 


DOWN    THROUGH    THE   VALLEY 


20H 


unknown  here,  and  it  is  very  rare  that  any  prostrating  effects 
are  felt  by  anybody.  People  who  know  the  death  rates  of 
Eastern  cities  when  the  mercury  touches  90°,  can  hardly 
credit  this,  but  it  is  one  of  the  truths  that,  as  President 
Harrison  noted,  have  given  Californians  the  reputation  of 
being  great  liars.  Men  work  in  the  harvesting  field  in 
comparative  comfort  when  the  thermometer  in  the  sun  is 
registering  115°  or  120°. 

And  it   is  this  dry  heat   that   causes  the    San    Joaquin, 
and  Fresno  in  particular,  to  be  the  greatest  raisin  producing 


A'ki 


Richard  de  Treville 
("Stockton  Mail") 


A,  Alberti 


I?' 


section  in  tlie  Western  Hemisphere,  capable  of  supplying 
the  whole  United  States,  with  a  surpkis  for  export,  with  the 
best  Malaga,  Muscat,  and  Seedless  Sultana  Raisins.  It  is  no 
untried  or  undeveloped  region  that  the  Valley  Road  will 
reach,  but  a  country  that  now,  acre  for  acre,  probably  yields  a 
larger  product  for  ex])ort  than  any  body  of  land  of  equal 
size  on  the  globe. 

And  this   with   an  irrigation   system   far  from  complete, 
and  handicapped  by  exorbitant  freight   and  passenger  rates. 


204 


THE    VALLEY    ROAD 


Truly,  it  has  been  a  picnic  to  charge  ''  all  the  traffic  would 
bear"  in  the  San  Joaquin. 

Merced  is  a  town  of  about  two  thousand  inhabitants, 
and  the  centre  of  many  thriving  colonies.  The  Crocker 
Huffman  ditch  has  done  great  things  for  irrigation  in  this 
region,  and  the  products  of  deciduous  fruits,  grains,  and  many 
other  things  are  very  large. 

From  Merced  the  Yosemite  Valley  is  within  easy  reach, 
and  an  electric  railway  will  be  built  to  take  visitors  into 
that  great   scenic  wonder.     This  will   give   the  Valley  Road 


§2? 


^9^"" 


H.  Masters 


D.  D.  Tripp 


a  good  share  of  the  large  tourist  travel;  a  traffic  sure  to  be 
largely  increased  by  these  new  facilities.  Now^  it  is  a  long 
and  wearisome  trip  for  delicate  people,  and  expensive,  too, 
but  with  the  aid  of  the  new  roads  the  time  required  will  be 
cut  in  two,  if  not  three  pieces,  and  the  cost  as  ^vell.  As  a 
result,  Yosemite  will  be  seen  by  thousands,  where  hundreds 
go  now;  and  the  school  teacher,  the  clerk,  even  the  laboring 
man,  may  hope  to  compass  a  trip  to  the  wonderful  Valley. 

Fresno  is   the   metropolis  of  the  Middle   San  Joaquin,  as 


'  dirfS? 


DOWN   THROUGH   THE   VALLEY 


205 


Fbed  a.  Ruhl 


M.  J.  Garvin 


Andrew  Wolf 


Henry  C.  Shattuck 


Basilio  Laogieb 


206  THE    VALLEY    ROAD 

Stockton  is  the  Gateway,  and  Bakersfield,  a  town  of 
nearly  three  thousand  population,  is  the  Terminal.  It  is  a 
thriving  town  of  eleven  thousand  inhabitants.  We  have  spoken 
of  its  raisin  trade,  a  main  source  of  its  wealth.  The  great 
vineyards  are  a  pleasant  sight  at  almost  any  season.  They 
stay  green  when  all  the  grain  fields  are  barren  stubble,  and 
they  turn  the  rich  autumn  colors  even  here,  where  there  is  no 
frost  to  paint  them  red  and  yellow.  In  the  drying  season 
the  whole  air  is  filled  with  the  penetrating  and  delightful 
perfume  of  the  rich   fruit,  and  it  is  a  sight  worth  seeing  to 


3l 


IlENKy  Raab  H.  Rumenapf 

(Proprietor  Russ  House)  (Proprietor  Occidental  Hotel) 


go  into  one  of  the  extensive  packing  houses,  and  see  the  deft 
fingered  girls  put  up  the  boxes  of  ''  prime  layers.'' 

And  so  we  might  go  through  each  of  the  towns  on  the 
Road  and  point  out  its  peculiar  advantages  and  its  special 
products,  but  they  are  all  much  alike.  Fresno  may  excel  in 
raisins,  and  perhaps  Visalia  in  the  fine  cattle  raised  on 
their  alfalfa,  but  Visalia  can  produce  raisins  too,  and  Fresno 
has  no  lack  of  fine  stock.  The  truth  about  this  region  reads 
strangely  like  the  language  of  the  real  estate  ''boomer."     Let 


DOWN    THROUGH    THE    VALLEY 


20^ 


it  suffice  to  say  that  a  richer  country,  reached  by  a  railway 
more  easily  and  cheaply  built  and  maintained,  can  nowhere 
be  found.  New  towns  are  sure  to  spring  up  all  along  the 
line.  The  large  wheat  ranches  and  cattle  ranges  are  sure  to 
be  broken  up  into  small  holdings,  subjected  to  the  more 
intensive  culture  of  the  orchardist  and  small  fruit  grower. 
And  the  population  of  this  great  valley  is  sure  to  increase  by 
leaps  and  bounds,  till  the  census  of  1900  may  easily  find  it 
double  what  it  was  when  the  Valley  Road  was  begun. 

And  so  we   leave  the  Road,  its  beneficent  work  already 


D.  L.  Hunt 


M.  P.  Stein 


begun,  its  Promised  Land  in  easy  sight.  The  present  year,  in 
all  human  probability,  will  see  its  main  line  completed,  and 
work  begun  on  some  of  the  network  of  side  lines  that  will 
soon  gridiron  the  San  Joaquin.  No  obstacle  remains  to  be 
met.  Times  can  hardly  be  so  bad,  even  in  a  presidential 
year,  that  any  difficulty  will  be  found  in  getting  money  to 
complete  the  Road,  after  the  $2,500,000  already  subscribed 
has  been  spent, — if,  indeed,  the  income  that  will  then  begin 
to  flow  in  is  not  sufficient  of  itself  to  do  something  in  the 
direction  of  remaining  construction.  ^^^^^'^'^^^S^^^^^^v 


208 


THE    VALLEY    ROAD 


Suppose  the  Valley  Road  shall  obtain  only  half  the- 
business  of  the  San  Joaquin;  though  public  spirit,  faith  to 
pledges  of  support,  and  gratitude  for  their  deliverance,  will 
doubtless  cause  the  people  of  the  Valley  to  give  the  new 
Road  the  preference,  where  conditions  are  equal, — still  the 
new  Road  would  pay  well;  for  it  is  susceptible  of  proof  from 
the  figures  of  the  Southern  Pacific's  own  annual  reports  that 
the  revenue  derived  from  the  San  Joaquin  Valley  Division 
has  been  over  $12,000  per  mile. 

Nor  is  there  danger  of  a  cut-throat  competition   from  the 


•<l§ 


f^ 


E.   S.  VAN    PKLT 


J.  M.  McCarthy 


old  line.  It  is  too  heavily  handicapped  by  its  debts,  by 
its  long  stretches  of  unproductive  road,  and  by  its  larger 
operating  expenses,  owing  to  heavy  grades  on  the  Tehachapi 
and  elsewhere,  besides,  it  knows  too  well  the  resources  and 
the  temper  of  the  men  that  are  backing  the  Valley  Road. 

The  portraits  of  many  of  these  men  have  been  given  in 
these  pages.  It  needs  but  slight  acquaintance  with  the 
business  community  to  show  that  most  of  them  are  men 
of  the  first  prominence  in  its  affairs,  men  whose  names  are 


< 

-J 
2    < 

Q-  ^ 

^    m 

^  > 

5 
o 
< 

o 

z 

< 


(/) 

UJ 

Q 

-J 

O 

X 

u 
o 

H 
CO 

H 
c/) 

UJ 

> 

< 


DOWN   THROUGH   THE   VALLEY 


209 


^"^ 


-pOO" 


H.  W.  COWELL 

(President  Stanislaus  and  Ban  Joaquin  Water  Co.) 


N.  S.  Habbold 
(Stanislaus  and  San  Joaquin  Water  Co.) 


General  II,  I.  Willey 
(Consulting  Engineer  S.  and  S.  J.  Water  Co.) 


Chas.  E.  Morey 
(C.  H.  Morey  &  Co.) 


14 


210 


THE    VALLEY    ROAD 


synonym  for  well  considered  enterprise  and  absolute  financial 
responsibility. 

The  Road  will  long  be  counted  one  of  the  best  things 
ever  attempted  in  California,  and  the  people  to  come,  not 
knowing,  unless  this  volume  has  perchance  come  to  their 
notice,  the  peculiar  circumstances  that  have  made  it  difficult 
to  start  the  enterprise  and  the  peculiar  opposition  that  has 
had  to  be  met,  will  only  wonder  why  the  Valley  Road  was 
not  built  long  before. 


^ 
"^ 


Richard  W.  Russell 


Ralph  P.  Lane 


DOWN   THROUGH    THE   VALLEY 


211 


C.  M.  Weber 


A,  A.  Dudley 
(A.  A.  Dudley  &  Co.) 


W.  A.  Daggett 
(A.  A.  Dudley  &  Co.) 


212 


THE    VALLEY    ROAD 


MAP  OF  THE  ROUTE 


SAN  FRANISCO  AND 
SAN  JOAQUIN 

VALLEY  RAILWAY 

FROM 

STOCKTON 

TO 

BAKERSFIELD 


showing    each    county,    principal 
towns,  rivers  and  township  lines. 


Taken    from  the  surveyed  line  of 
the  Railway  Company,  February  26^ 

i8;6. 


¥ 


WHAT   THE   GOVERNOR    OF    CALIFORNIA    HAS   TO   SAY 


James  H.  Budd,  Governor  of  California 

Executive  Department,) 
Sacramento,  Cai,.  ) 

"The  San  Francisco  and  San  Joaquin  Valley  Railway  has  the  good  wishes  of 
every  Californian  interested  in  the  prosperity  of  this  State.  So  long  as  it  remains  a 
competitor  for  the  traffic,  it  will  undoubtedly  be  a  powerful  factor  in  reducing  the 
traffic  rates  in  the  great  San  Joaquin  Valley  ;  and  so  long  as  such  road  is  under  the 
control  of  men  possessing  the  ability  and  integrity  of  its  present  Directors  and 
Trustees,  it  will  prove  of  the  greatest  value  to  the  people  of  this  State." 


"Sacramento,  Feb'y  21,  '96. 


A  FEW  WORDS  FROM  THE  MAYOR  OF  SAN  FRANCISCO 


-^ 


"^mm-^f^^.is,' 


Adolph  Sutro,  Mayor  of  San  Francisco 

**  The  Valley  Railroad  will,  undoubtedly,  benefit  the  San  Joaquin  district.  It 
is  the  richest  valley  in  the  State.  If  the  San  Joaquin  Railroad  will  only  hold  aloof 
from  the  Southern  Pacific,  the  fight  will  in  the  course  of  time  be  won.  Its  projectors 
are  men  of  means  and  independence.  Clans  Spreckels  is  a  man  of  energy  and  of 
wealth,  and  I  firmly  believe  that  his  indomitable  will,  in  the  end,  will  be  successful. 
Yes,  the  San  Joaquin  Valley  Railroad  certainly  has  my  hearty  support  and  good- 
wishes." 


Mi.* 


V   *' 


TY 


^iifh^ 


STOCKTON    SUBSCRIBERS    S.    F.    AND    S.    J.    V.    RY. 


215 


LIST  OF  STOCKTON  SUBSCRIBERS  TO  THE 
SAN   FRANCISCO   AND   SAN    JOAQUIN   VALLEY   RAILWAY. 


From  the  Report  of  the  Stockton  Commercial  Association, 
July  30th,  1895. 


Names.  Cash. 

Abstract  of  Title. 

Noble,  A.  M  $    5000 

Reid,  John  C 50  00 

Reid,  R.   A 50  00 

Willy. J   W 20  GO 

Wilhoit  &  Sons 500  00 

Wilhoit,  R.   E 1000  00 

Wilhoit,  R    E.,  Trustee 5000 

Wilhoit,  R.  E.,  Trustee 5  00 

Wilhoit,  Arthur 2000 

Agricultural  Implements. 

Grangers'   Union 

Holt,  Ben 500  00 

Matteson,  D.  C 50  00 

Matteson,  E.  J 1000 

Shaw.  H.  C 20000 

Attorneys  at  Law. 

Ashley,  Arthur  H 50  00 

Baldwin,  F  T 

Elliott,  T   G 5  00 

Jacobs,  W.  R 250 

Kile,  J.  M 500  00 

Louttit,  J.  A 

Light,  C 5  00 

McQuarrie,  N .  A 10  00 

McNoble,  H.R 500 

Nicol,  F    D 

Orr,  M.  H   2500 

Parker,  A.  C 5  00 

Paulsen,  J.J.     5  00 

Smith,  F.  H 500 

Vischer,  A.  S 5  00 

Wilkes,  P.  S 10  00 

Schneider,  Jacob 10  00 

Bakers. 

Burnham  &  Co 

Inglis  &  Son,  Wm 500  00 

Lieginger,  C 10  00 

Urbani,R 5  00 

Banks 

Farmers  and  Merchants 3000  00 

First  National 2000  00 

San  Joaquin  Valley 1600  00 

Savings  and  Loan  Society 5000  00 

Stockton  Savings  Bank .  3000  00 

Bankers. 

Fraser,  P.  B 50000 

Hough,  J.  H 100  00 

Keagle,  C.  H 2500 

Newell,  Sidney 500  00 

Newell,   Sidney,  Trustee 150000 

Perkins,  C,  E  5000 

Rosenbaum,  D.  S 50000 


Stock. 


500 
500 


500 
1000 


1500 


300 
500 


500 


500 
500 
500 


Names.  Cash.        Stock. 

Sargent,  H.  S 100  00 

Westbay,  «V.  W 100  00                200 

Bank  Clerks. 

Abeel,  J.  M 50  00 

Butterick,  F.  W 10  00 

Littlehale,  S.   S 3000 

Lyons,  W.    H 5000 

Vincent,   Horace 10  00 

Chatham,  E.  C 1000 

Barbers, 

Capurro  Bros 2  50 

Eichmann,  P.  G 250 

Eckstrom,  Albert 10  00 

Gorell,  R.   E  1000 

Hurst,  Willard 100 

Lungo,  Frank 200 

Raber.  JohnT 500 

Commercial  Hotel  Barber 1000 

Baths. 

Pearson,  R.  C 10  00 

Bazaars. 

Davis,  D,  W 25  00 

Quan  Yak  &  Co i  00 

Wood,  J.  E 5  CO 

Bicycles. 

Creanor,  D.  T.  &  Co 100  00 

Clifford,  J.  E 50  00 

Blacksmiths . 

Aubrey,  Jos ;o  00 

Carmona,   R 2  50 

McDonald,  A 5  00 

Ollri  h,  H 25  00 

Shields,  Chas 5  00 

Books  and  Stationery. 

Close,  O.  H 200 

Kerrick,  J.  W 2500                 100 

Kroh,  Geo.            1000 

Stewart,  E.  C 1000 

Stowe,  E.  B 200 

Bootblack. 

Deluchi,  L 2  50 

Boots  and  Shoes. 

Arndt,  Sam 500 

Dunne,  E 100 

Garwood,  J 100  00 

Gerlach  &  Morath  40  00 

Johnston,  David 2  50 


216 


THE    VALLEY    ROAD 


Names.  Cash. 

Langridge,  Geo 25  oo 

Menasses,  M 10  00 

Brooms. 

Hemmingway  Bros 2000 

Hemtningway,  Mrs .  S 5  cx) 

Breweries. 

Herrmann,  John 100  00 

Rohrbacher,  H 25  00 

Rothenbush ,  Dan 500  00 

Rothenbush,  F.  C 5  00 

Butchers. 

Finkbolmer,  Chas 50  00 

Finkbolmer,  Geo 50  00 

Gerlach,  Wagner  &  Co 

Gerlach.J.r 100  00 

McCormick  Bros 100  00 

McCormick,  D.  &  A 

Sievers,  Frank 25  co 

Tripp,  D.  D 25  00 

Confectionery. 

Gross,  John 50  00 

Manuel,  T.  H 10  00 

Capitalists. 

Baldwin,  Herbert 

Crow,  J .  A 500  00 

Craig,  John 

Cross,  Jas 

Doan,  C    E 

Drexler  &  Brandenstein 500  00 

Dunn.  Jas  25000 

Devendorf.  J.  F 50000 

Daggett,  Wm.  C 30000 

Ferris  &  Williams 

Ferris,  J    W 100  00 

Farrington,  H.  S 200  00 

Guernsey,  D.  A 

Gall,  A 100  00 

Hubbard,  Mrs.  M.  S 

Hansel.  L 

Harrold,  N.  S 

Hale,  Jos 100  00 

Hodgkins,  H 50000 

Hoskins,  J.  H 2500 

Hyatt,  G.  C 100  00 

Hilke,  N.  C  25  00 

Klemp,  Jacob 80  00 

Karson,  Geo.  M 20000 

Laogier,  Basilio 

Marks,  Moses  

Marsh,  James 500  00 

Martin,  A.  D 100  00 

Newell,  T.  W 1000  00 

Perrin,  Otis  100  00 

Parker,  E.  F 100  00 

Sargent,  R.  C 3000  00 

Sims  &  Russell 

ShurtlefF,  G.  A 300  00 

Salz,  J 200  00 

Sims,  M.  L 100  00 

Sutherland,  Jas 100  00 

Stewart,  F.  A 50  00 

Smith,  J.  Jerome 

Wagner,  [acob 300  00 

White,  W.  C 200  00 

City  Officers. 

Baggs,  H.  N 

Bidwell,  G.  A 10  00 

Carroll,  Jas.  P  

Carroll,  M 250 

Compton,  H.  T 100  00 

Edwards,  N.  B 2  50 

McCall,J.M 50  00 

Quinn,  J.  J 20  00 

Saxton,  A.  H 2  50 


Stock. 


200 
500 


100 

1000 

100 


300 


500 

1000 
500 
200 


1000 
200 
500 
100 

1000 


3000 
200 


500 


500 


100 

100 


100 
100 


Names.  Cash. 

Walker,  W.  L s  00 

Wolf,  C.J 5  00 

County  Officers. 

Atherton,  G.  A 5000 

Budd, Joseph  H 

Black,  F.  F 2  50 

Cunningham,  Thomas  50  00 

Cole,  W.  H 2  50 

Fyfe,  R.  G.  W 500 

Grunsky ,  Otto 25  00 

Hanks,  Robert 5  00 

Patterson,  Andy 50  00 

Robinson.  J.  H 2  50 

Smith,  Ansel 

Sollinger,  J.  A 2  50 

Contractors. 

Cowell,  A.  M xo  CO 

Condy,  F 100  00 

Powell.  R 25  00 

Reibenstein,  R.  R 

Robbins,  H.  E 500 

Tumelty,  D 25  00 

Carriage  Manufacturers 

Henderson  &  Sons,  M.  P 100  00 

Cigars  and  Tobacco. 

Arndt,  Isador 5  00 

Davis,  H 10  00 

Gumpert,  W 2000 

Garvin,  M.J , 100  00 

Haas,  H.  O 2500 

Kenning.  Geo.  E 500 

Strauss,  D 1000 

Wolf,L 

Clothing. 

AreJidt  &  Gumpertz 

Bankrupt  Store 30  00 

Goldsmith,  M 20000 

Isaacs,  H 

Meyer,  L.&A 

Coal  and  Wood. 

Abbott,  A.  M 250 

Brooks,  A.  W 100  00 

Johnson,  W.  R 

Collectors. 

Homage,  Geo 20  00 

Worthing.  W.  W 2500 

Winders,  D 20  00 

Commission  Merchants. 

Cohn.J 

Galgiani.  A no  00 

Milco  &  Smerdell 5  00 

Crockery. 

Barr,  W.  G 20  00 

Dodge,  C.  M 

Dairies. 

Adams,  Jos 

Davis,  G.  J .  L 50  00 

Delicacies. 

Hall,  J. E 25  00 

Dentists. 

Davenport.  A.  C 100  00 

Glidden,M.D  500 

Wallace,  W.  G 10000 

Turner,  P.  T 10  00 


Stock. 


500 


500 


300 

ICO 

500 


100 
100 
100 


300 


STOCKTON    SUBSCEIBEES    S     F.    AND    S.    J.    V.    EY. 


217 


Names.  Cash. 
Distillers. 

Armbrust,  H 

Meyers,  H 800  00 

West  &  Son,  Geo 50000 

Druggists. 

Bergemann,  A.  H 500 

H olden  Drug  Co 20000 

Oberdeener,  Geo 

Patterson,  J.  A 50  00 

Stockton  Drug  Store 2500 

Dry  Goods. 

Bennett,  CO 100  00 

Belding,  W.  J.  Mrs 5000 

Bennett,  W.  H 20  00 

Chalmers,  A 200  00 

Hale  &  Co 500  00 

Levy,  M.  St  Co 100  00 

Ryan,  J.  M 

Reier.  H 

Sailors,  A.  L.  &.Co 25  00 

Embalmers. 

Barrett,  John 100  00 

Jory,  J ICO  00 

Lang  &  Ball 50  00 

Larson,  A.J 

Express. 

River  Express  Co 50  00 

Stockton  &  San  Francisco. ...  10  00 

Express  and  D raving. 

Carpenter,  Natt  E 

Goodell.J.M 

McMahon,  H.  H 

Employes. 

American  Cash  Store 5000 

Buell,  P.  A.  &  Co 250  00 

Crown  Mills 168  90 

Cal.  Nav  &  Imp.  Co 40075 

Cadle  &  Son,  E.  F 3200 

Barker,  W 500 

Henderson  &  Son,  M.  P 5000 

Hale  &  Co 8000 

Hedge    &  Buck .  30000 

Hammond  &  Yardley 2000 

Harrold,  N.  S 5000 

IXL  Store ...   5  00 

Jackson  &  Earle 1900 

Ryan  &  Co 1000 

Ruhl,  F.  A 25  00 

Morey,  C  H.  &Co 750 

Shaw,  H.  C 90  00 

Steiny  &  Ladd 5  00 

Stockton  Gas  &  E.  Co 12500 

Stockton  E.  R.  R.  Co 59  00 

Stockton  Ins.  Asylum 51450 

Stockton  School  Dept 170  00 

Tretheway,    DeVries    & 

Neumiller 22  50 

Temple  of  Economy 5000 

Flour  Mills. 

McCall,  L 250  00 

Sperry  &  Co  ,  (Inc.) 1000  00 

Stockton  Milling  Co 1000  00 

Furniture. 

Goodfriend.  1 5  00 

Lauxen  &  Catts 

Morrell  &  Mitscher 50  00 

Vance,  C.J 25  00 

Farmers. 

Bishop,  H.  B 250  00 

Bishop,  Geo.  L 250  00 


Stock. 
300 


200 
200 
100 
100 


200 

lOO 

200 


600 


500 
1500 


500 


Names.  Cash. 

Barnhart,  H  50000 

Brack,  Jacob 200  00 

Behaps,  John 

Dunham  J  S  .*;;;;  10  00 

Ford.  W.  B 

Langford,  B.  F ...'....'. 

Moreing.C .*.".*.'.".*.'.'  5  00 

iS,Vc'::.-,v.v;. ^"^ 

Smith,  R.  R iq  00 

Tretheway.  John  Jr 

Tole,  David 

Uriell,  S 

Wolf,  Andrew 

Woods.  [.  N '.;  250  00 

Grocers. 

Alegretti,  G 50  00 

DeMartini.J.  B.  &Co 5000 

Goldsworthy,  W.  J.  &  Co 500  00 

Grattan,  .VcKee  &  Herkner. . .  100  00 

Garrow,  C  20  00 

Gian  elli  Bros 

Gillis  Bros 10  00 

Hansel  &  Strohmeier 100  00 

Hedges,  Buc  &  Co 50000 

Hammond  &  Yardley 20000 

Knutzen,  T.  F 25  00 

Lemsch,  M 500 

Morey,  C.  H   &  Co 100  00 

Musto,  P 300  00 

Musto,  D 5000 

Mollenhauer,  L 2s  00 

McRae  &  McDonald 

Parker,  R.  B 200  00 

Robbins  &  Co.,  L.  W 10000 

Rivara,  A  25  00 

Southworth,  H.  E 7's  00 

Silva.J.  S 35  00 

Talbot,J.  L 1000 

GenVs  Furnishing  Goods. 

Bibbero,  J 25  00 

Loth-op  &  Noble 100  00 

Walker  &  Keagle loo  00 

Grain  Dealers. 

Bostwick,  I.  S 1000  00 

Farmers  Union 

Franken^eimer,  B 

Murphy  &  Frankenheimer. ...  50  00 

Peters,  J.  D 50000 

Smith  &  Wright 

Stein,  Martin  P 50  00 

San  Joaquin  Valley  Warehouse 

Co 1000  00 

Stockton  Warehouse  Co 

Granite  and  Marble. 
Dixon,  Woodhull  &  Cramer... 

Gunsmiths. 

Ditz  Bros 100  00 

VanViear,W.H 1000 

Hardware. 

Austi  n  Bros 300  00 

Jackson  &  Earle 20000 

Ladd.  J    M 1000 

Pahl  &  Harry 2s  00 

Ruhl,  F.  A 

Steiney,  Theo 10  00 

Schuler,  Geo.  F 

Tretheway,    DeVries    & 

Neumiller 100  00 

Harness  and  Saddlery. 

Oldham,  J.  T.  &  Son 150  00 

Rodde*",  C 100  00 


Stock. 
500 


100 
2500 


300 

1000 
100 
100 

1000 


500 


100 
200 


200 
rooo 


400 
300 


200 
100 


500 

5000 

100 

500 

1000 

200 


500 

1000 
100 


218 


THE    VALLEY    KOAl) 


Names.  Cash. 
Hay  and  Grain. 

Beswick,  Frank loo  oo 

Littleton,  Bud 

Hides. 

Williams  &  Moore 

Hotels. 

Golinsky,  Chas 20  oo 

Holman,  H.  C 50000 

Hahn.  A.  J   5000 

Raab,  Henry 100  00 

Rumenap,  H 50  00 

Stoetzer,  F 50  00 

Simon,  J 50  00 

Insurance  and  Real  Estate. 

Byrnes  Ed 20  00 

Cutting,  L.  M.  &  Son 15000 

Dudley,  A.  A 

Daggett,  W.  A 

Elsom,  W.  M 5  00 

Eaton,  Newell  &  Buckley 50000 

Fanning,  H.  M 100  00 

Grunsky,  EM 5  00 

Gall,  John  D 300  00 

Harlow,  E.  E 

Henderson ,  J    H 200  00 

Lane,  R.  P.  &  F.  E 20000 

Miller,  Lyndall  &  Co 50  00 

McCarty,  James  M 

North  Stockton 

Oliver,  D   R 30000 

Oullahan  &  Adams 100  00 

Pease,  D.  M 2  50 

Richards,  W.  H 100  00 

Rhodes,  W.J 

Shaw.  C.J 5  00 

Wolf,  Geo.  L 

Walsh,  Thos.  F 

Williamson,  H.  E 55000 

Iron  Works. 

Cadle,  E.  F,  &  Son  200  00 

CadleF.  F 

Tretheway,  Dasher  &  Newell.  100  00 

Jewelers. 

Friedberger,  Maurice 5  00 

Haas  &  Son 200  00 

Kuhn,  L.  Frank 5  00 

Marks,  Sam  A 5  00 

Owens,  C.  E 

Stein,  J.  T 2500 

Laundries. 

Sellman,  L 

Thrift  &  Thom 100  00 

Retail  Liquor  Dealers. 

Collins  &  McCann 20  00 

Costa  &  Campodonico.   5000 

Costa,  Nicola 50  00 

Deeble,  Sam  Mrs 

Darcy  &  Finnan 10  00 

Eshbach,  H 

Hoerl,  John 10  00 

Herrmann,  Henry 1500 

Johnson  &  Dougherty 50  35 

Massa,  Anto   5  00 

Madden ,  F .  P 25  00 

McCarty  &  McCourt 2000 

Musto  &  Ruiz  5  00 

Newman.  W.  H 2500 

Rastoin,  L    E 10  00 

Rich  &  Loniers 20  00 

Rossman,  P 500 

SaflFerhill,  David  1000 

Simon  &  Bush 50  00 


Stock. 


300 
200 


300 
500 
500 


200 
100 
300 
300 
100 
100 
1000 
700 


400 
100 


100 
300 


100 
200 


500 
500 


100 
500 
100 

200 


150a 
1000 


200 
200 

400- 


100 
100 
100 


Names.  Cash.        Stock 

Williams  Bros 10  00 

Williams,  Val 100 

Wholesale  Liquor  Dealers. 

Breidenbach  Bros 25  00 

Breidenbach,  Jos 25  00 

Cavagnaro,  F 25  00 

Kellogg,  C.  W.  &  Co 5000 

Livery  Stables. 

Brennan,  M.  L 1000 

Cady,M.  L 500 

Reynolds  &  Turner 100 

Russell.  R.  W 5000 

Lumber  Dealers  and  Mills'. 

Buell,  P.  A.  &Co 1000  00 

Simpson,  A.  W 

Lumber  Supplies. 

Hickenbotham.  J.  F 

Thomas  &  Buell 

Union  Planing  Mill 100  00 

Merchant  Tailors. 

Anderson,  L.  N 25  00 

Brown,  J .  K 5  00 

Kjellhcrg,  C.  G 1000 

Litchtenfeld  Bro 

Lewis,  H    W 

Marks,  H 2500 

Millinery. 

Eckstrom,  Mrs.  E.  M 

Fyfr,  Misses  A.  &  H 10  00 

Music  Dealers. 

Aiberti,  A 

News  Dealers. 

Starr,  L.J 

Sherman,  G.P 500 

Paints,  Oils  and  Papers. 

Bender,  H.  C 

Kidd,  James  E 50  00 

Quinn.John   2000 

Hickox,  F.G 

Payne,  A.  G 1000 

Physicians. 

Beede,  W.  M.  S 10  00 

Clark,  Asa 500  00 

Clark,  G.  C 15  00 

Cross,  L.  E 50  00 

Freshman,  B,  F 500 

Gibbons,  W.  E 50  00 

Hoisholt,  A.  W 

Harry,  C.  R 5  00 

Lomax,  L.  M lo  00 

Latta,  S.  F. 5  00 

Ruggles,  C.  A 50  00 

Young,  J.  D lOO- 

Printers. 
Hummel,  T.  W 1000 

Property  Owners. 
Atwood,  O.  F IOC- 
Adams,  Mrs.  H.  E 100 

Atherton,  Mrs.  G.  A 100 

Badger,  Mrs.  Jos 100- 

Buell,  Mrs.  P.  A loo- 

Bvrnes,  Mrs.  Ed 100 

C'onnoley,  T.  E 5000 

Chalmers,  Mrs.  Alex 100- 


100  ■ 
100 
100 
100 


500 


ICO- 
lOO 


STOCKTON    SUBSCRIBERS    S.    F.    AND    S.    J.    V.    RY. 


219 


Names.  Cash. 

Creanor,  Mrs.  Rose  D 

Crow,  B.  H 50  CO 

Cook.C.  H 

Corcoran,  H.  J.Jr 

Corcoran,  Mrs.  H.J 

Corwin,  Mrs.  J.  C 

Cullums,  C.  H 100  00 

Dake,  Mrs.  E 100  00 

Eaton,  Mrs   M.  D 

Elliott,  Gertrude 

Folger.  Mrs.  M 100  00 

Fisher,  Lydia  G 5000 

Finkbohner,  Mrs.  C 

Goodrum,  F  W 5000 

Gieseke,  Earnest 

Golinsky,  Mrs    Chas 

Gambetta,  J.  Jr 

Gambetta,  Mrs.  J 

Hyatt,  Jennett  C 100  00 

Holman,  Mrs.  H.  C 

Houskin,  Geo.  E 

Henderson,  Mrs.  O 

Henderson.  Mrs.  M.  P 

Hardacre,  W.  B 

Hammond,  Mrs.  J 

Hunt,  D.  L 

Hess,  O.  H 25  00 

Hahn,  Mrs  A.J 

Haas.  Mrs.  A.J 

Hurd,  Mrs.  C 

Harrison.  Mrs.  W.  B 

Hay,  A   M..  (with  C.  Garrow). 

Haass,  Mrs.  Chas 

Jackson,  Sum 25  00 

Johnson,  Yolland  J 

Kenniston,  C.  M 25  00 

Kile,  Mrs.  J.  M 

Kitchener,  Mrs.  C.  A 

Lyons,  B.   B 

Libhart,  Fred 25  00 

Milan ,  John 50  00 

Marsh,  Orpha 

Morris,  O.  R 2500 

May,  Louis  F 

Masters,  John  H 

Masters,   Harry 

Littlehale.  C.  E 20  00 

Nutter,  Mrs.  W.  B 100  00 

Norton ,  O.  O 25  00 

Newton,  Mrs.  Jennie 

Nelson,  Eli 50  00 

Ortman.  Mrs.  C.  L 

Gates,  Mrs.  W.  W     2500 

Phillips,  W.  E 20  00 

Phillips,  Mrs.  Mary  H 20  00 

Peters.  J  D.,  Jr 

Peters,  Mrs.  J.  D 

Rossi,  G 100  00 

Rugelps,  Mrs.  C.  A 

Reid,  Mrs.  J.  C 

Rosenbanm.  Mr.  D.  S 

Schrieke,  Mary  A 100  00 

Smith.  Mrs.  Jennie 500  00 

Smith,  Miss  Nellie  C 

Sturgeon,  A.  A 

Peyton,  Mrs.  V.  M 10  00 

Strait.  S.  Y 10  00 

SlauRhter.  Mrs.  E 

Tarbox,  C.  A 

Thurston.  Amelia 

Tripu,  Sarah  A 25  00 

Todd,  F.  Walton 50  00 

Wilson.  R.  F 

Woods,  Mrs.  J.  M 

Wagner.  Mrs.  Chas 100  00 

Watts,  Chas 100  00 

Whale,  Chas  F 50  00 

Westbay,  Mrs.  W.  W 

Westbay,  Levina 

Wilhoit,  Mrs.  E.  L  

Yardley,  Mrs.  John 

Restaurants. 

Arculing  &  Zu  zallo 30  00 

I>esmond,  John 500 


Stock. 
100 

100 
100 
100 
100 

300 
;oo 
100 


100 

100 
100 
100 
100 

100 
100 
100 
100 
100 
100 
100 

100 
100 
100 
100 
100 
100 


100 
100 
100 


100 
100 
100 


100 

100 

100 

500 
100 

100 
100 
500 


100 
100 

100 
100 
100 
100 


100 
100 


100 
100 
100 
100 


Names.  Cash. 

Hart,  M.J 10  00 

Jorgensen,  J 10  00 

Kohlmoos,  J 10  00 

Steamers. 

Cal.  Nav.  &  Imp.  Co 2500  00 

Corcoran ,  H.J 

Soda  Works. 

Huskins,  S.  B 20  00 

Societies. 

Druids  Grove,  No.  9 20  00 

National  Guard  (^o.  A 100  00 

Stoc.  Parlor  No  7,  N.  S.  G.  W. 

Typographical  Union 20  00 

Verein  Eintreacht 25  00 

Tannery. 

Wagner  Leather  Co 1000  00 

Clary,  W.  H 100  00 

Thompson ,  John  C 150  00 

Telegraph. 

Sharon,  J.  H 

Smith,  Annie  J 5  00 

Stockton  Water  Co 500  00 

Stockton  Gas  &  Ele.  Co 1000  00 

Stockton  Woolen  Mills 500  00 

Stockton  Electric  R.  R 

S.  F.  Examiner's  List 

Miscellaneous. 

Akins,  Mrs.  M.  L 2  50 

Allinglon,  C.  A 5  00 

Aquiliis,  f 1000 

Howler,  Otto i  00 

Bainbridge,  B.  M  250 

Brown,  G.  A  ,  Jr 2  50 

Brown,  A.  G 5  00 

Bonney,  R.  W i  00 

Black,  J.  W 5  00 

Boscacci,  Bob 5  00 

Burgess,  P.  H 10  00 

Bachellor,  R    M 100 

Baker,  H.  C.  W 5  00 

Bookholtz,  Chas 2  50 

Burke,  W.M 500 

Burke,  Onie 

Brown,  D.  D 5  00 

Bolley,  H.   H 10  00 

Budl,  P.  A.  (J.  T    D.) 2000 

Collins,  D.  J ID  00 

Cohen,  A 10  00 

Chase,  F.  H 500 

Clark,  Geo.  J 500 

Condy,  E.  B 10  00 

Comfort,  W.J 2  50 

Campbell,  P.  D 5  00 

Culkin,  D 5  00 

Clark,  Martha  J 100 

Campbell,  G.  H 2  50 

Cahill,  Martin 2  00 

Cash ...  555  00 

Churchill,  J.  W 10  00 

Christie,  O.  H 2  50 

Drury,  Mrs.  E.  W 20  00 

Drury,  E.  W 2000 

Drury,  N.  A 20  00 

Davidson,  H.  L 500 

DeLeon.J.  M 500 

De Treville,  R          500 

Decker.  Mrs.  M.  E  5  00 

Da'y,  Mrs   C 5  00 

I  >orsey ,  Jos 10  00 

Denig,  W.  M 1000 

De  Ferrari,  Louis     5000 

Easley,  S.  M.  W 500 

Ernest,  C.  L .  :o  00 

Eybes,  Geo 10  00 


Stock. 


2500 
200 


1000 
4000 


5000 
1000 


220 


THE    VALLEY    ROAD 


Names.  Cash.        Stock. 

Eck,  John i  oo 

Eck.Jos  I  oo 

Edwards,  J.  W 5  oo 

Easton.  A lo  oo 

Ellsworth,  Myra 2  50 

Furry,  J.N 5  00 

Fuson,  A.  N 10  00 

Fay,  R.  T 2  50 

Fussio,  Louis 2  50 

Ferrell,  T.  E  5  00 

Field,  G.  H 5  00 

Foley,  Frank 5  00 

Fitzgerald,  J.  M 10  00 

Fisher.  J 25  00 

Gill,  T.  A 5  00 

Garvin,  John 5  00 

Groves,  Oscar 5  00 

Grandbois,  M.  D 10  00 

Gavigan,J.J 2  00 

Garvin,  Peter  E 10  00 

Grunsky,  Clotilda 2  00 

Grant,  John 5  00 

Gilmore,  B.  E 3  00 

Hudgin,  E.  L 1500 

Hansen,  H.D 500 

Hencemann,  C 2  50 

Hilt,  Frank  W 1000 

Hamilton,  Mrs.  E.  E 1000 

Hooper,  Jas 20  00 

Harris,  Rebecca 2000 

Haas,  John 2  50 

Henderson,  S.  T 1000 

Heffernan.  W.  F 500 

Hudson,  W.  E.  &  H.  L 2000 

Hudson,  L.  O 1000 

Hall,  Francis  B 500 

Hahn,  Henry 1000 

Johnson,  Phoebe  F 1000 

Kuhl,  Henry 5  00 

Keagle,  F.  L 250 

Kalck,  Jos 2  50 

Keebler,  C 2  50 

Knutzen,  Theo 2  50 

Koch,  Emil 2  50 

Kroyner,  J .  M 10  00 

Lopez,  Benito i  00 

Lehe,  Eugene 5  00 

Lehe,  E.  D.  N 500 

Largey,  D.  A 5  00 

Lane,  H.  H 500 

Lofquist,  Oscar 10  00 

Langmack,  H 2  50 

Leffler,  Sam 20  00 

Ladies  Committee 2612   45 

Lee  Sam  2  50 

Lee,  Sam i  00 

Mathews,  D.  J 500 

Milutonovirh  Martin 5  00 

Milco,  John 10  00 

Masquerade  Ball i   55 

Millard,  W.  C  10  00 

Monaco,  M 20  00 

Massoni,  G 15  00 

Mowry,  L.  C 5  00 

Miller,  D.J 5  00 

Mayes,  J.J 10  00 

Mathews,  F.  E 500 

McCann,  Mrs 10  00 

Mc Vicker  10  00 

McPhee.  R,  G 500 

Mclntire,  C.  W 500 

McDougald,  D.  A 10  00 


Names.  Cash.       Stock. 

Neilson,  Ed 2  50 

Newell,G.H 500 

Newman,  John  C 10  00 

Nelson,  T.  A 500 

Nelson,  Mrs.  F 1000 

Neumiller,  C.  L 1000 

Orvis,  C.  B ID  00 

Obencharer,  S.  B 200 

Osborn,  E 2  5Q 

Parsons,  E.  M 5  00 

Palmer,  H.  C 200 

Parker,  Ed.  S 500 

Perrott,  John,'^Jr 2  50 

Peascki,Jos 5  00 

Quisenbury,  R.  L 500 

Remmington,  Geo.  O 500 

Robertson,  S.  L 500 

Ross,Jno.  W 1000 

Rutherford,  Miss i  00 

Rubel,  Dan 500 

Rank,  E 10  00 

Ross,  Geo 5  00 

Rowe,  E.  E 10  00 

Rob  Isl.  Ladies,  (Raf.) 43  75 

Ross I  00 

Richardson,  A.  B 500 

Rossi,  A 20  00 

Reuck,  J.  N 500 

Stevens  R.  O i  00 

Stewart,  T.B 500 

Shaw,  Miss  Ranee 250 

Shaw,  H.G.  Jr 500 

Shaw,  H.  G.  Sr 1000 

Schneider,  C.  G  i  00 

Stowell,  A.  W 250 

Smith,  J.  A 2  50 

Sutherland,  Chas 250 

Smallfield,  A.  A 20  00 

Selma,  L 10  00 

Startzman,  M.  B 2  50 

Salbach.  Carl 5  00 

Scully,  P 2  50 

Stamper,  Frank 500 

Stephens,  Nellie  R 5  00 

Schoonmaker,  A.  L 10  00 

Snyder,  Louis s  00 

Tucker.  J.  E 2  50 

Thomas,  C 2  50 

Tuttle,  C.  T I   25 

Trefren,F.A 500 

Tschierschky,  L 5  00 

Thresher,  Will 2  00 

Van  Woert,  Jno 2  50 

Viebrock,  F.  J   500 

Verber,  Richard 500 

Waring,  Mrs.  E 10  00 

Wright,  S.  R.  T 2000 

Walker.  R.  H 2  50 

Woodhull,_W 1   25 

Whitney,  c.  O 250 

Wooster,  Geo.  C 15  00 

Woodruff,  E 500 

Wurster,  F.  W 500 

Wahl.  Chris  D 500 

Webber,  J.  S 300 

Ware,  Ed 5  00 

Yost,  Fred 5  00 

Yarbrough,  Levi 2  50 

Young,  W.  H 10  00 

Zimmer,  C.  A 500 

Total 169,725         $86,400 


A.  G.  Wright 


222 


TABLE    OF    CONTENTS 


TABLE   OF   CONTENTS. 


PAGE 

Adams,  Henry,  E 171 

-^^ddress  of  Isaac  Upham.. .     72 
Address    of  Wm.    Bostwick 

Curtis 105 

Alberti,  A 203 

Albion  Lumber  Co 140 

Allison,  U.  E 6 

Althof,  H 7 

Anderson,  Capt.  Caspar 36 

Anderson,  E.  Ellery 147 

Annual  Report  Traffic  Assn.63-67 

Ash  worth.  Thos 8 

Assessed  Value  Cal. Property  105 

A.  &P,  S.  S.  Line 24,41 

Austin,  Paul  P no 


"Dabcock, 
-'-'ahls,  H. 


Wm 35 

G 9 

Bain,  Robt.    B 10,45 

Baker,  L.  L  52,  69 

Baker,  Wakefield . .  .52,  53,  56,  75 

Baker  &  Hamilton 52 

Bakersfield 206 

Baldwin,  A,  S 1 1,  84 

Baldwin,  Barry..  .16,  17,  69,  70,  71 

Baldwin,  E.J 12 

Baldwin,  O,  D 

76,  8x,  82,  86,  125,  128 

Baldwin  Locomotive  Works.  133 

Bassett,  J.  M  13 

Baumg-artner,  A.  F 43 

Beck,  E.  B 14.  16,  69 

Beginnings  of  Valley  Road.6o-io6 

Belshaw,  W.  P 76,  79,  81,  124 

Bendel,  Herman 27,  31,  35 

Bergin.  T.  1 14 

Berry,  Fulton  G 15,71,209 

Bidwell,  Geo.  A 172 

Bier.  Chas,  S 16.  44 

Blank,  C.  A 17 

Board  of  Directors  S.  F.  &  S 

J.V.Ry 103,130 

Boggs,  Jno 18 

Bonestell,  L.  H 33,  71,  75 

Borel,  Antoine 24,  86 

Bostwick,  L  S  137 

Bowers,  W    F 75 

Boyd,  Alexander 82,  86 

Boyd,  Jno.   F 41 

Brackett,  W.  K 25,44 

Brandenstein.  J 26 

Brandenstein,  M.  J 27 

Braunschweiger,  Edw 31 

Braunschweiger,  H 30 

Briggs,  A.  R 1..5 

Brison,  W.M 42 

Brooke,  George  C 35 

Brown,  Edw 37,  71 

Brown,  Thos 125, '126 

Bruguiere,  E.  A 32 

Bruning,J.H 44 

Buck,  J.  A 4, 

Budd,  Gov.  Jas.  H 

..  .^..     .113,  114,  132,  134,213 

Buell,  P.  A 174,  182 

Buell,  P.  A.  &  Co 140,  141 

Bunker,  Wm.  M 76 

Burke,  Martin  J ^9 

Byrnes,  Ed 181 


i^al.  Freight  Shipments. 

^-^al.  Pac.  R.  R 

Canadian  Pac.  R.  R 


105 
152 
29 


PAGE 

Cantwell,  Thos 53 

Capp,  Chas.  S 76 

Carpentier,  A 8 

Carpy.C 35,51 

Carrigan,  Andrew 45 

Castle,  A.  E 44,  45,  49 

Castle,  F"red  L 15,  16,  17,  69 

Castle,  Walter  M 45,  69 

Central  America  31 

Central  Pac.  R.  R 63,  146-153 

Cerf,  Albert 52 

Chadbourne,  F.  S 134 

Chamber  of  Commerce 61 

Chappei.  Jos.  J 44,45 

Charette,  E.  H 181 

Chase,  D.  B 57 

China  Basin      

112,  114,  132,  134,  135,  139,  141 

Chittendrn,  Lucius  E 152 

Clark,  Dr.  Asa 172 

Clark,  Dr.  Fred  P 200 

Clinton,  Dr.  C.  A 81 

Clipper  Ships 8-10 

Cole,  Dan  F 134 

Cole,  N.  P 45,71,76 

Cole,  Foster  P 75 

Coleman,  J.  C 47 

Colnori ,  E.  L 134 

Competing  Waterways 57-59 

Connemaugh,  S.  S... 23 

Connelly,  T.  E 173 

Contract  System  n,  64 

Contract  &  Finance  Co. . .  149-153 

Corcoran ,  A.  J 175 

Cotton  Bros 140 

Cowell,  H.  W 209 

Craig,  B.D 173 

Crawford,  A 52 

Cross.  James 125 

Cunningham.  J.  M 48 

Curtis,  Jonathan 50,  75 

Curtis,  Wm.  Bostwick 75,  105 

Curtis,  W   G 145 

"Tjaggett,  W.  A 211 

•'-^alton,   Frank 27,31,69,70 

Davenport.  A.  C.    174 

Davie  Ferry  Co 50 

Davie,  John  L 71 

Davis,  Ansley  G 70,  71 

Davis,    Horace 69 

Davis,  J.  B.  F 62 

Davis,   Max 70 

Dean,   Peter 64 

Dean,  Walter  E 65 

Df  Fremery,  James 76 

De  Guigne,  C 86,  125,  128 

De  Lamare,  A .  J 44 ,  46 

De  laveaga,  M.   A 76 

Delmas,  D.  M no 

Deming,  J 63.  70.  71 

Denigan,  Thos 76 

Dennison,  E.  F 68 

De  Treville,   R 203 

Dibble,  Henry   C   66 

Dimond,  Gen.  W.  H 73 

Dinkelspiel,   Sam 45.75 

Directors  S.   F.   &  S.   I.  V. 

Ry 103,  130 

Dodge,  Henry  1 72 

Dollar  Lumber  Co 140 

Donohoe  Estate 26 

Donohoe,  Jos.  A 58 


PAGE 

Douty,  S.   F 151 

Dow,  Geo.   E 59 

Dowling,  J.    F 74 

Doyle,  Jno.  T 

16,60,  69-71,  75,76,81,82,86,102 

Dudley,  A.  A 211 

Dundon.  P.   F 75 

Dunham,  B.  F..16,  33,  69-71,  75,  76 
Dunham,  Carrigan  &  Hay- 
den  Co '.     52 

Dunne,  Jas.  P 61 

"Cpaston,  Wendell 83  84 

■^ d wards,  Frank  G 77 

Ehrman,  M 14 

Emery,  Jos.  S 78 

English,  Jno.  F 79.  81 

Erianger,  Jonas 44,  46 

Escalon 193,  194,  197 

Estee,  M.  M  81 

Examiner,   Daily....  121,  132,  148 
Eyre,  E.  E 82 

■pair,  Jas.  G 21 

-*-  arnsworth,  D.  L 84 

Feintuch,  Morris 45 

Field,  A.  B 31.35 

Finkbolmer,  Chas 201 

First    Annual    Rpt.    Traffic 

Assn 63-67 

Fisher,  Will  E 45,  88 

Fitch,  Geo.  K 76,81 

Fitch  Jr.  Thos 15 

Fitzpatrick,  R   F  iii 

Flint,  B.   P 76,86 

Flood, Jas.   L 82,86 

Folger.  J.  A 75 

Foorman,  S 85 

Foote,  H.S 146 

Forbes.  A.   B 89 

Frank,  M.   E 91 

Franklin,  J.  L 156 

Eraser,  B.  P 137 

Freight  Shipments 105 

Freight  Tariff  S.  P.  Co 12 

Fresno 203-205 

Freud,  J.  R 92 

Fry,  J.  D       90 

Fuller.  W.P 71 

/^algiani,  A  176 

^^arvin,   M.  J 205 

Gerlach,  J.  G  180 

Gerlach,  Louis 201 

Gerstle,  Louis 86,  95,  130 

Gianeili.B 180 

Gianelli,   G  176 

Goldstein.  E.  L 96 

Goldsworthy,  W.J 179 

Goodwin,  F.   W 179 

Grace,  J.  W.,  Co 5^1,  56,  60 

Graff,  G 97 

Grant,  A.  A 98 

Grant,    Adam 86,94 

Grant  Bros 141 

Gray,  Henry  43,  44,  45 

Green,  Harry 15 

Griffith,  S.  N     

15,   16,  69,  70,  76,  80,  82,  no 

Grow,  C.  A 99 

Gunst,  M.  A 100 


TABLE    OF    CONTENTS 


223 


PAGE 

TTaas,   Geo 103 

-'^-^^aas,  Wm 102 

Hahn,  A.  J isi 

Hall,  A 109 

Halladie,  A.  S 15,16,69 

Harbor  Comm..47,48,  114,  132, 134 

Harlow,  E.  E 182 

Harmon,  S.  H.  Lumber  Co  .  141 

Harris  T.  J..   40,  43-45 

Harrold,  Frank 45 

Harrold,  N.  S 209 

Hart.  H.  J 45 

Hart,  Walter 182 

Hartzell.J.  VV 185 

Harvey,  LeRov  G loi 

Haswell.  C,  H.  Jr 

24,     25,    27.    28,    34,    35,    38 

Hatch,  A.  T 14 

Haupl,   Prof.  L.  M 57-59 

Hawley,  Geo,  T 53,  no 

Hawley  Bros 52 

Hay,    A.  M....       185 

Haynes,  Thos.  J 13,  16,  69  71 

Hay  ward,  Alvioza 26,35, 

36.  41.  42,  69,70,71,87,103,  129 

Hecht,  M.  H !..... 27,  31 

Hedges.;.  A 16 

Hellman.  I.   W  m 

Henderson,  Jno.  H 200 

Henderson,  Orrin  S 1S6 

Hendy.  C.J   Son  &  Co 35 

Herriman,  A.  H 35 

Herrmann,  C 112 

Hersey,  Philo m 

Heyman.  Jacob 113 

Hickox,  F.G     187 

Hielscher.  E.  J,  F 116 

Hiul,  H.  H 114 

Hobart,   Walter 114 

Hodgkins,  H 181 

Hogan,  T.  &  Sons 23 

Hohweisner,    Fred 114 

Holbrook.  Chas 

76,   82,  85,    101,    102,    103,  130 

Hooper.  C  A 76 

Hopkins,  E.  W 114 

Howard,  Fno  L 52,  117 

Huie,  R.  B S3.  ri7 

Hummel,  T.  W 187 

Hunt,  D   L 207 

Huntington.  C.  P.. 20,  29.  59,  148 
Huntington.Hopkins  ttCo...    52 

Hutchison,  Jos  iii 

Hyatt.  Galen  C 187 

Tncorporation  of  the  S.  F.  & 

-*•     S.J.  V.Ry 101103 

Inglis.  Wm  137 

International    Deep    Water- 
ways Assn 57 

Internationul    Nav.  Co 23 

Irving,  S.  C 43.44,46 

Jacobs,  Isidore 13,16,84 

*^ames,  J.  G n8 

Johnson.  Frank   S 

,   ,   V?°'2,^,'  30,   31,   34,   35 

Johnson- Locke  Merc.  Co 

T     •••;;•  o  ••••'9. 23,29, 27, 131 

Jones,  M.  P 15,  53 

Jordan,  J.  C 89,  118 

Jory,  Jno  188 

TZahn,  Emile  E 40,  43 

-*-*-eewenaw.  S.  S 20,2^,^0 

Kelton,  A.  H .'120 

Keyes,  E    D 119 

Keyes,  W.   S        119 

Kirkpalrick,   Thos  120 

Kiltredge,  E.  H 7c 

Klink.Geo.  T 145 

Knowles,  H,  J   75,  121 

Koster.  Fred  J 43,  44,  46.  48 

Koster,  Jno.  L 121 


PAGE 

T  ane,  Frank  E 199 

-L^ane,  Ralph  P 210 

Laogier,  Basilio 205 

La  kue,  H,  M 71 

League  of  Progress 39-51 

Lease  of  Water  Front 

112,  114,  132  141 

Le  Count,  J.  P  53 

Leeds,  Hosmer  W 71 

Leeds,  Jos  S... 18,  22,  25,  26,  27  28, 
31,50,66,  68,69,  70,71,75,76,78 

Levi,  H.  &  Co 35 

Liebes,  H 122 

Littlefield,  I.  F  75 

Littler,  David  T 147 

Locke,  W.  L 

20.  21,  22,  25,  28,  35 

Lowenstein,   M.  F 

40,43.44,49,50.51 

Lomax,  Dr.  Lilla  M i8r 

Loughborough,  A.  H 122 

Louttit,  Jas.  A 194 

Lusk  Co.,  A 13,35 

IVTcArthur,  W.  D 40,  43 

-'-'^-^-cCaithy,  J.  M 208 

McCreerv,  A.  B 26,  86 

McDonald,  M.  Jasper  125 

McKenna,  Judge 145 

McMahon,  H.   H 197 

McNab.  Jas 45,  125 

Maas,  C.   H 44,123 

Macdonough.Jos 123 

Mackay,  Alex 124 

Mackie,   Alex 111,134 

Markinaw,  S.  S 20,  23 

Macondray,  Atherton 124 

Madison,  James 76.  81,  126 

Magee,   Thomas 35,  70, 

71,   76,   77.   82.    86,    103,    130 

Main,  Charles 127 

Mangels,  J.  H 128 

Map  of  S.  F.  &  S.  J.  V.  Ry. .  212 

Marcus,  A.  J 

.    .      15.  j6,  69,  70,  71,  75,   76 

Marcy,  J.  N 81 

Marsh,  Jas.  M 173 

Martin,  J.  C 144 

Martin,  J.  P 86 

Martin,  M.  S 187 

Martin,  P.  J 35 

Marye,  Geo.  T.  Jr 70.  128 

Masters,  H 204 

Mcnzies,  Stewart 129 

Merced 198,  204 

Merchants  Shipping  Assn. ..50- 56 

Merrill,  J.  C......   ?6 

Merrill,  Jno.    F  70 

Merry,  Capt  Wm.  L 14,  21-35 

Metson,  W.  H 40,  43.  44,  45 

Metzger,  Louis 156 

Mexico.  S    S 27,30 

Meyer.Daniel.  76  79,82,83,86, 125 

Meyer,  Mathias 71 

Michaels,  H 5-1,  7c 

Millar,  J.  E 22? 

Miller.   Albert 82,  86,  129 

Miller,  C.E 52,53 

Miller,   Henry 139 

Miller,  Jno.  A '. 167 

Miller,  Sloss  &  Scott S2 

Mills,  W.  F       35 

Mineola,  S.  S 20,  23 

Modesto 198 

Montague,  W.   W 130 

Moody,  Chas.  E.   Ship 53,  S4 

Moore,  J.J ^    35 

Morey,  Chas.  E.  209 

Morgan,  Col.  R.  P 68 

Morsehead,  J.  W 130 

Munier,  Jos.  N 1^1 

Murphy,  B.   D iio 

Musto,   Peter 199 

Mysell-Rolliiis  Co.,  The.      ..       2 


"^Jeustadter,  J   

■•-^ew  Constitution. 


PAGE 

...     76 

Newell,   Sidney 137,  175 

Newton,  Gen'f. 20,  22,  24 

Nicaragua  Canal 

-,.    • ••••17,33,34,43.51,98 

Niebaum,  Capt,  Gustav 27, 31 

NordwelI,0.  W 131 

N   Am.  Nav.   Co 

ivr      ;  •  •  •  ^,-  •  ■  ••  -20-37,  41,  50,  52,     61 

N.Am.  S.  S.  Co 30 

Oakland m,  113 
&0.  S.  S.  Co II 

O'Connor,  T.  V 76 

Official  Map  S.  F.  &S.  S.  V. 

Ry 212 

Ohlandt,  N 132 

Orsi,  G 132 

Osborn,  E.  G 221 

TDac  Improvement  Co 151 

-L  ac.  Mail  S.  S.  Co 

....II,  12.  20,  24,  6c,  72.  73,  75 
Panama  R.  R.  Co...' 

.  .20,  24-26,  29-32,  60,  61,  73,  75 

Parrott,  Abby  M 35 

Parrott  Estate 26 

Partridge,  Jno .45,  136 

Patrick,  A.  B 133 

Pattison,  Robt.  E       147 

Payne,  Theo  F 138 

Payot,   Henry 53  76,133 

Payson.A.  H 103 

Perkins,  Geo.  C 106 

Peters,  Jos.  F 199 

Peterson,  F.  B 138 

Phelan,  Jas.  D 82,  86,  125,  126 

Phelps,  E.  A 71, 15,  76,  134 

Phillips,  W.  W 71 

Pierce,  Chas.  L 44 

Pike,  B.  D 44,  134 

Pinkham,  Frank 44.137 

Pippy   Geo.    H 45,  ^35 

Plagemann,  J.  F.  135 

Pond,  E.  B 27,  31,  76,  77,  137 

Pooling  of  Stock 114-120,  123 

Porter,  A.  W 16,  69 

Preston,  E.  F 76,  80,  82, 

83,  86.  94,  102,  103,  129, 132  134 
Progresso  S.  S 23,  30,  31 


uinn,  J.  J 174 


Q 


"Daab.  Henry 206 

-*-^  R.  Commission 

5,  6,  66,  68,  71,  143-133 

Raisin  Industry 

168,  201,  202,  203,  206 

Redington ,  W.  P 70,  139 

Report  of  Traffic  Assn 63-67 

Rohte,  Emil 141 

Romaine.  N.  T 52,  53,  .S5 

Roos,  Achile 140 

Roos,  Adolph 140 

Rosenbaum,  D.  S 175 

Rossi,  A 197 

Rothenbush.  D 199 

Rothschild,  M.  A 45 

Ruggles,  J.  E 141 

Ruhl,  Fred  A 205 

Rumenapf,  H 206 

Russ.A 143 

Russell,  Rich'd  W 210 

Ryer,  Chris  F 198 

Saginaw  S.  S.  Co 23 
t.  Paul  S.  S 27,30.36 

Salfield.  CD 149 

S.  F.  &  Gt.  Salt  Lake  R.  R.  .41,  42 

S.  F.  &   S.J.  V.  Ry 

I,  28,  44,  49,  50,  61,  70,  77,  106 
S.  F.  Stockton  &  S.  J.  R.  R.     71 


224 


TABLE    OF    CONTENTS 


o    I-  -r.        .  Page 

b,  h.  Terminus  S.  F.  &  S.  T 

^      V.Ry.. ',   136 

San  Joaquin    Valley 191-210 

fan  Jose 109,  ,13 

Sargent,  R.  C  .'^.   ,09 

Saroni,  Louis 44.  144 

Saturn.  S.S ^o  ^i 

Schilling.A  J,'IX 

Schloss,  Benj  i r   i . J 

Schmidt.  C.H 7=:    Ic 

Schoenberg.L ^.^*  JJI 

bchonwasser.  E 14  <; 

Schroth,  Chas 146 

Schussler,  M ,^7 

Settle,  C.T "ie,"  69', '70.  71 

Seymour,  S.  H .....  147 

Sharon  Estate 26 

Shattuck.  Henry  C  205 

Shaw,  H.  C       .    17, 

Sheldon,  Mark ,48 

Shively.R.0 68 

it'"'S"i^^' S-  M  148 

Shurtleff,  Dr.  Geo.  A 194 

Siebe.  Fred.  C iso 

Siebe.Jno.  D ,,';,/,  ,50 

Siebrecht.  F ,^y 

Siegfried,  J.  C 16 

Simpson,  T.  B  151 

S  OSS,  Leon 70,  103,  130 

Sloss,  Louis  &  Co 76 

Smurr,  C    F  ,'.   ,45 

Sneath.R.  G j.j 

Solomon.  S     ...  '     isa 

Sonntag,  Henry  P  '.'.'.'.     45 

Southern  Pacific  Co 

SnJfoi^/^*  77.  78,  80.  143,  153.  208 
bpecial  Contract  System. .  .11,  64 

Spreckels.  A.  B ,2c 

Spreckels,  Claus  

•    ••4,  76,  81-89,  93,  94.  98, 
lo2,  ,03,  113,  ,21,  122,  129,  135 
bpreckels.  Jno  D..86.  87.  102.  10^ 
Stanislaus  &  S.  J.  Water  Co 

Staples'  dI'j"^'  ^^°'  ''''  '''-[H 

Starr,  R.E...".:;  •.■.■.■.■;.■.■.;  W^,    53 
Stein,  M.  p..  4^. '5J 

Stetson,  A.  L 


PAGE 

Stetson.  Jas.  B 16,  69,  «6,  103 

Stetson-Renner  Drayage  Co.     35 

Stevens,  E.  R 14 

Stockholders  N.  Am. Nav. Co.     37 
Stockholders  S.  F.&  S.J.  V.    ' 

„,  Ry 155-167 

Stockton III,  122,  137,  171-190 

Stock  Trust  S.  F.  &  S.  J.  V. 

Ry 1 14-120, 123 

Storey.  W.  B.  Jr 112,1.^ 

Stow,  Vatiderlyn 153 

Strauss,  Levi 86.  iss 

Stubbs,J.C 145 

Sullivan,  Frank  J 76,  155 

Sutro,  Adolph . . .  132,  134,  141.  214 

Suiton  Dispatch  L  ne 47 

Sweeney,  Thos.   U..rr7rr>..     81 

''Paylor.  Jno 71,  76.  157 

■*■  emperature    San    Joaquin 

^     Vallev 200 

Tevis,  Lloyd   158 

Thomas,  Wm 35 

Thompson,  (apt.  R.  R.25,  .35.  158 

Thornton.  R.  R lao 

Tilley,W.J 157 

Tillman.  F 76   icq 

Tillman.  F.  Jr .   ,59 

Tobin,  Robt  129,1(50 

Toplitz,  Robt.  L .   160 

Traffic  Assn..  13-18.22, 

25-27.  32.  36.  41, 53,  54.  60-76, 85 

Transcontinental  Assn 

9.  10.  17,  >9.  29,  60,  72 

Trans-MississippiCongress.44, 51 

Tripp,  D.  D 204 

Troy,  E.  P.  E 161 

Trust  Agreement  S.  F.  &  S. 
J- V,  Ry 114-120,123 

TTnion  Transp.  Co 50 

*-^S.  Circuit  Court     ...    .143-147 

U.  S .  Treasury  Dept 9,  30 

Unna.  Harry  44,161 

Upham,  Isaac  

16,  17.  18.  60.  61.  62.  69-72, 
76,  77,  8r,  86,  96,  97,  103,  129 


PAGE 

Van  Pelt   E.  S 208 
an  Sick  en.  F.  W 

•■-16,  53,  69,  70,  71,  76,  125,  127 
Van  Winkle,  1.  S.  &  Co. . .  .52,  53 

Visalia 206 

Vogelsang,  A.  T 44,45,  162 

Wagner,  Louis  J            201 
alter,  D.  N 162 

Water  Competition 57 

Water  Front  Lease 

.,_    112,  114.  132-141 

>\  ater  Transp.  of  Stockton . .  176 

VVaterways  Inter.  Assn 57 

Watson,  Thos 163 

Watt.  Robt  16, 

69.  70,  71.  76,  81.  103,  130,  134 

Weber.  C   M   211 

Wellman,  Peck  &  Co        ....     52 

Wellman,   W 45 

Wellman,  W.  B 69 

West,  F.  M 137,  173 

Westphal,  O.  F 45,  163 

Wheeler,  Arthur 3 

Wheeler  Pub.  Co x 

Wheeler,  W.   R 75 

*^hite,  Lovell 76,  125,  128 

White,  L.  E.&Co 134 

Whittell,  Geo 164 

V\hittitr.   W.  F  

.82,  86,  87.  98,  102,  103,  122 

Wilhoit,  Geo.  E 198 

Willey.  Gen.  H.I.   209 

Williams,  A.  P 76.80 

Williams.    H.  A  45,73 

Wilson.  Wm.  A 45 

Winslow.  C.  R 164 

Wise.  Harry  E     45,165 

Wise.  J.  H 16 

Wise.  Wallace  A 44,  165 

Wolf.    Andrew.   205 

Wolf.  Geo.  L  188 

Wood,  W.  H     16,69,70 

Woods,  Jos   76 

Wright,  A.  G   166 

Wright,  A.  G 221 

Vates,  Chas.   M     

A      .....       .31,69.  70.  71.75,  166 

Vosemite  Valley 192,  204 


f 


